Initial Environmental Examination
March 2012
TIM: Road Network Upgrading Project
Prepared by the borrower for the Asian Development Bank.
CURRENCY EQUIVALENT
The currency of Timor-Leste is the US dollar.
ABBREVIATIONS
ADB – Asian Development Bank ALGIS – Agricultural Land-use Geographic Information System BVA – biological value area CBD – United Nation’s Convention on Conservation of Biodiversity CCD – United Nation’s Convention to Combat Desertification CITES – Convention on International Trade in Endangered Species CO – carbon monoxide DTP – Directorate of Land and Property EIA – environmental impact assessment EMP – environmental management plan FCCC – Framework Convention on Climate Change FI – Financial Intermediately GDRTL – Government of Democratic Republic of Timor-Leste GIS – geographic information system Ha – hectare HC – hydrocarbon HDI – Human Development Index HVAS – High Volume Air Sampler IBA – Important Bird Area IEE – initial environmental examination IUCN – International Union for Conservation of Nature MAFF – Ministry of Agriculture and Forestry MODIS – Moderate-Resolution Imaging Spectro-radiometer Images. NAAQS – National Ambient Air Quality Standards NASA – National Aeronautical and Space Administration NASA – National Aeronautical and Space Administration (), NGO – Non-Governmental Organization
NOX – oxides of nitrogen NW – North West OCHA – United Nation’s Office for the Coordination of Human Affairs PIA – project influence area
PM10 – particles of 10 micrometers or less in aerodynamic diameter
PM2.5 – particles less than 2.5 micrometers in aerodynamic diameter PMU – Project Management Unit PSA – Poverty and Social Assessment ROW – right-of-way RSMC – Regional Specialised Meteorological Centre RSPM – Respirable Particulate Matter SE – South East SIEE – summary initial environmental examination SLM – Sustainable Land Management SMEC – Snowy Mountain Engineering Corporation
SO2 – sulphur dioxide SPM – suspended particulate matter SPOT – Satellite Pour l'Observation de la Terre TA – technical assistance THC – total hydrocarbons TSP – total suspended particulate UK – United Kingdom UN – United Nation UNCED – United Nations Conference on Environment and Development UNDP – United Nations Development Programme UNTAET – United Nations Transitional Administration for East Timor USGS – United States Geological Survey WGS84 – World Geodetic System 84 WHO – World Health Organization WMO – World Meteorological Organization
NOTES
(i) The fiscal year (FY) of the government and its agencies ends on 31 December. FY before a calendar year denotes the year in which the fiscal year ends, e.g., FY2012 ends on 31 December 2012. (ii) In this report, "$" refers to US dollars.
This initial environmental examination is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature.
In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.
EXECUTIVE SUMMARY
1. This Initial Environmental Examination (IEE) has been prepared as a part of the ‘Project Implementation and Support Consultants for the Road Network Development Sector Project – ADB Grant No. 0180-TIM’ for the National Road Tibar-Gleno (A04-01) referred to as ‘sub- project road’. This IEE is part of the continuing process of compliance with the Government of Timor-Leste’s (GoTL) environmental regulations and guidelines and ADB environmental safeguards policies. This IEE with the integrated EMP shall likewise serve as the basis for securing environmental permit from the National Directorate for Environmental Services (DoE).
2. The proponent of the project is the Ministry of Infrastructure, Government of Democratic Republic of Timor-Leste and is supported by international and national consultants with funding support from the ADB.
3. The sub-project road link A04-01 is located in the districts of Liquica and Ermera. This road link has a total length of 31.9 km. The proposed works will include widening, repair and restoration with an option to apply full asphalt concrete overlay. The design width of the shoulder is 1.0 m (one side) in flat terrain and in mountainous terrain. The design width of asphalt pavement is 6 m. In some cases where houses/structures are present and land is privately owned, the current road width (i.e., 0.75 m shoulder and 5 m to 6 m asphalt pavement) shall be maintained. Slope trimming will be done in certain sections to attain width for the drainage and shoulder.
4. As for drainage, new works are proposed only in areas where present design is inadequate. Otherwise, works will only consist of cleaning or reconstruction as necessary. Provisions of retaining structures are also part of the proposed works for A04-01. As part of road safety, the project will include provision of pavement marking, provision of road signs and regular maintenance of drainage.
5. This road is part of the most important north-south road linking Dili to the inland districts. The project road is an important trade link for Timor-Leste, since it provides road connectivity to the important coffee growing region of the country and also provides alternate link to Maliana and the Indonesian part of the island. As planned, this road sub-project will improve connectivity on the local as well as regional level. It would support sustainable development, facilitate in reducing poverty, and improve access to the markets and social services for the residents of the districts served by the road.
6. The road starts at the junction of Dili-Tibar-Liquica near the coast and heads south into the upland area of Ermera. It goes over mountainous terrain of Ermera, reaching elevation of over 800 m asl. Road A04-01 traverse the built up areas of Tibar in the District of Liquica and district of Ermera, coffee plantations beyond Km26+000 as well as rice fields in Railaco and Gleno.
7. Based on the initial environmental examination and screening of anticipated impacts over physical, ecological, and socio-economic environment, it is concluded that the proposed selective widening, repair, restoration and bituminous overlay for A04-01 is a ‘Category – B’ project as per the categorization criteria of ADB and statutory guidance of Timor-Leste. The proposed activity is unlikely to result in significantly adverse environmental impacts of irreversible nature. Most impacts would be of reversible nature and are expected to remain within the existing right of way. However, since widening will be undertaken, loss of coffee ii
plants nearest to the road, especially those located downslope, is inevitable. The loss will be compensated and an inventory of the coffee plantation that will be affected has been conducted.
8. No significant environmental impacts associated with the road rehabilitation have been anticipated since rehabilitation will be confined within existing alignment and the works will be temporary in nature and of short duration. An EMP has to be crafted to protect the human settlements along the road, the sensitive ecosystems and cultural and heritage features that might be encountered along the sub-project corridor. Corresponding mitigation measures are presented in the EMP. Among the potential key impacts identified during the construction stage of this sub-project are: fugitive dust, noise, pollution of water bodies, increased erosion and siltation, occupational and public health and safety and impacts on heritage and cultural resources.
9. The institutional responsibility for EMP implementation is shared by the Ministry of Infrastructure (PMU) as implementing agency, the Project Implementation Support Consultant (PISC), the General Contractor, the stakeholders (host communities), the Directorate of Environment and ADB. The primary role for EMP implementation and monitoring belongs to the MoI / PMU with the support from the PISC and compliance by the Contractor. Additional support for monitoring is provided by the stakeholders who have been engaged early on. The DoE is primarily responsible for enforcing the GDRTL’s environmental regulations. Finally, as an ADB funded project, its responsibility is to ensure that the project complies with its safeguards policies.
10. Thus, it is concluded that the nature of the proposed activity and low volume of traffic on the sub-project road, now or in the foreseeable future, further supports the finding that there will be no significant indirect or induced impacts on the physical and ecological environment. Therefore, the IEE for the sub-project road complies with the ADB's environmental safeguard policies. The Environmental Monitoring Plan given in the IEE provides sufficient guidance for the PMU to successfully implement the EMP and to monitor and report the environmental compliance throughout the project implementation period.
11. Despite the project road’s alignment traversing through an ecologically sensitive and biodiversity significant area, signs of traffic-wildlife conflict are not apparent. Project road is neutral towards the illegal logging and hunting; which are subject to policing, law and order. By maintaining the road in its existing lane configuration, long term adverse impacts on the agricultural lands and forested areas are not likely to arise; therefore no additional or special studies are needed at this stage. CONTENTS
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EXECUTIVE SUMMARY ...... I 1. INTRODUCTION ...... 1 1.1 Purpose of The IEE ...... 1 1.2 Identification of the Project and Project Proponent ...... 1 1.3 The Nature, Size, Location and Importance of the Project ...... 1 1.4 IEE Boundaries ...... 2 1.5 Legal and Administrative Framework for Environmental Protection in Timor-Leste ...... 2 1.5.1 Decree Law No 5/2011 ...... 2 1.5.2 Project categorization ...... 3 1.5.3 Procedures for Processing and issuance of Environmental License ...... 4 1.5.4 ADB Environmental Safeguards Policies ...... 6 1.6 Methodology Applied ...... 7 2. DESCRIPTION OF THE PROJECT ...... 8 2.1 Type of Project ...... 8 2.2 Project Category ...... 8 2.2.1 ADB Guidelines ...... 8 2.2.2 GoTL Environmental Regulation ...... 9 2.3 Need for the Project ...... 9 2.4 Location and Size of Operations ...... 10 2.4.1 Location ...... 10 2.4.2 Proposed Solution ...... 10 Pavement ...... 10 Drainage ...... 10 Retaining Structures ...... 11 2.4.3 Project Implementation Schedule and Project Cost ...... 12 3. DESCRIPTION OF THE ENVIRONMENT ...... 13 3.1 Climate and Air Quality ...... 13 3.2 Geology and Topography ...... 16 3.3 Seismicity ...... 17 3.4 Quarry Resources ...... 17 3.5 Water Resources ...... 18 3.6 Flooding ...... 19 3.7 Terrestrial Ecosystem and Biodiversity ...... 20 3.7.1 Ecologically Important Areas ...... 20 3.8 Existing Land Use Along the A04-01 ...... 21 3.9 Social Cultural and Economic Setting ...... 22 3.9.1 Human & Economic Development ...... 22 3.9.2 Education and Health ...... 24 3.9.3 Land Tenure ...... 24 3.9.4 Archaeological, Historical and Cultural Sites ...... 25 4. SCREENING OF POTENTIAL ENVIRONMENTAL IMPACTS AND MITIGATING MEASURES ...... 25 4.1 Possible Impacts Based on Location ...... 25 4.2 Possible Impacts Due to Design ...... 26 4.3 Possible Impacts Due to Construction Activities ...... 26 4.3.1 Impacts on Air Quality ...... 26 4.3.2 Impacts on Noise ...... 27
4.3.3 Impacts on Geology and Topography ...... 27 4.3.4 Impacts on Water Resources ...... 28 4.3.5 Impacts on Social, Cultural and Economics ...... 28 4.3.6 Impacts on Public and Occupational Health and safety ...... 30 4.3.7 Impacts Due to Disposal of Solid Wastes ...... 30 4.3.8 Post Construction Impacts ...... 30 4.4 Impacts Due to Operations ...... 30 4.5 Mitigating Measure ...... 31 4.5.1 Impacts Due to Project Location ...... 31 4.5.1 Mitigation of Impacts During Construction ...... 31 4.5.2 Mitigation of Impacts During Operations and Maintenance ...... 36 5. PUBLIC CONSULTATIONS AND INFORMATION DISCLOSURE ...... 36 5.1 Formal Public Consultation ...... 37 5.2 Informal Survey ...... 39 5.3 Public Disclosure ...... 39 6. GRIEVANCE REDRESS MECHANISM ...... 39 7. ENVIRONMENTAL MANAGEMENT PLAN (EMP) ...... 40 7.1 Environmental Impact Mitigation and Monitoring ...... 40 7.1.1 Environmental Mitigation ...... 40 7.1.2 Environmental Monitoring ...... 40 7.1.3 Reporting Arrangement ...... 49 7.1.4 Responsibilities and Authorities for Implementation of Mitigation Measures ...... and Monitoring Requirements ...... 49 7.1.5 Environmental Monitoring Data Management and Analysis ...... 51 7.2 Capacity Building ...... 51 7.3 Estimated Cost of Environmental Monitoring ...... 52 8. CONCLUSIONS AND RECOMMENDATIONS ...... 52 REFERENCES ...... 53
1. INTRODUCTION 1.1 Purpose of The IEE
1. This initial environmental examination (IEE) is part of the efforts to comply with the Government of Timor-Leste’s (GoTL) environmental regulations and guidelines and the ADB environment and social safeguards guidelines. The road link A04-01 – Tibar to Gleno is one of the roads under the ADB Grant No. 0180-TIM. 2. The IEE describes the environmental measures needed to prevent and/or mitigate negative environmental effects associated with road repair and rehabilitation project. The IEE provides a description of the direct and indirect environmental effects associated with the proposed subproject during key periods of work. The IEE (i) describes the extent, duration and severity of the impacts, (ii) analyzes all significant impacts, (iii) formulates the mitigation actions and presents it all in the form of an Environmental Management Plan or EMP. The IEE also serves as a basis for ADB to assess the project’s environmental thresholds and determine whether a more thorough environmental assessment in the form of an environmental impact assessment (EIA) is needed to address the more significant components and impacts. 3. This IEE report presents the findings and recommendations of the environmental assessment of the sample road link proposed by the Ministry of Infrastructure. Its purpose is to ensure that environmentally sound practices are incorporated into project design, and potential negative impacts will be avoided or mitigated to acceptable levels. The environmental assessment process follows and complies with Timor-Leste regulatory framework and ADB requirements. 4. This IEE with the integrated EMP shall likewise serve as the basis for securing environmental clearance from the National Directorate for Environmental Services (DoE) for this particular sub-project on road link A04-01- Tibar to Gleno.
1.2 Identification of the Project and Project Proponent
5. This IEE is prepared as a part of the ‘Project Implementation and Support Consultants for the Road Network Development Sector Project – ADB Grant No. 0180-TIM’ for the National Road from Tibar to Gleno, ADB Grant 0180 TIM hereafter collectively referred to as ‘sub-project road’. The Ministry of Infrastructure, Government of Democratic Republic of Timor-Leste is the project proponent with support from international and national consultants provided through this Grant. 1.3 The Nature, Size, Location and Importance of the Project
6. The road A04-01 runs between Tibar and Gleno with a length of 31.9 km. This road is linked with the Road A03-01 (Dili-Tibar) at a junction at Tibar. From Tibar, the road splits into two branches - one leads to Liquica (Road A03-02: Tibar-Liquica); and the other connects Tibar with Gleno and is called Road A04-01 (Tibar-Gleno). This is a part of the continuous track between Dili and Gleno via Tibar. From Gleno, this road merges into Road A04-02 (Gleno- Ermera). These road links form an important access network from the capital Dili to Mota Ain (Timor-Indonesia Border) and the southwestern section of the country, particularly Maliana. Road A04-01has bituminous paved surface and a width of 4.6 m. Surface condition of some sections of the road is good and ride quality is fair, but there are sections that have subsided and shoulders eroded. The proposed works will include widening, repair and restoration with an option to apply full asphalt concrete overlay. The design width of the shoulder is 1.0 m (one side) in flat terrain and in mountainous terrain. The design width of asphalt pavement is 6 m. In 2
some cases where houses/structures are present and land is privately owned, the current road width (i.e., 0.75 m shoulder and 5 m to 6 m asphalt pavement) shall be maintained 7. Based on its strategic importance, engineering assessments and economic analysis, the ‘Ten Year Investment Plan for Timor-Leste National Road Network’, developed during the Phase-1 of ADB’s TA 7100-TIM has identified the project road as a ‘Non-Sample Road’ for development. This plan has contemplated that the project road would improve connectivity on the local as well as regional level, it would support sustainable development, facilitate in reducing poverty, and would improve access to the markets and social services for the resident population in the project districts.
1.4 IEE Boundaries
8. For purposes of establishing the baseline environmental condition, an overview of regional condition is presented followed by the description of prevailing environmental condition at the sub-project level if data is available. This IEE covers the entire length of the sub-project road.
9. For impact assessment, an envelope of 200 meters wide on each side of the project road over its entire length is identified as the primary impact area. This distance takes into account the common impacts associated with road works such as noise, dust and emissions. However, the project’s primary impact area is adjusted depending on conditions on the ground. For road sections where sensitive receptors are present, such as schools, hospitals or other places where people congregate, the impact area is adjusted accordingly so that ample mitigation is formulated. For road sections that cross rivers, impact boundary is expanded depending on the possible extent of the significant adverse impacts.
1.5 Legal and Administrative Framework for Environmental Protection in Timor-Leste
10. The government’s mandate to protect the environment emanates from the Constitution of the Democratic Republic of Timor-Leste. The Constitution of Timor-Leste stipulates that a healthy environment is a constitutional right and declares that:
Everyone has the right to a humane, healthy, and ecologically balanced environment and the duty to protect it and improve it for the benefit of the future generations. The State shall recognize the need to preserve and rationalize natural resources. The State should promote actions aimed at protecting the environment and safeguarding the sustainable development of the economy. (WB, 2009)
1.5.1 Decree Law No 5/2011
11. To realize this constitutional mandate, the Government of Timor-Leste has recently enacted its Law on Environmental Licensing, Decree Law No 5 / 2011, published in the Official Gazette Series I, No. 5, 9 February 2011. The decree promulgates the environmental licensing system to ensure that public and private development projects in Timor-Leste are implemented with due regard for the protection of the environment, socially acceptable and respectful of cultural traditions and practices. The law contains among others the following provisions:
• The procedure for scoping, the conduct of the environmental assessment, the review of application for environmental license, issuance and renewal of license. • Categorization of the project according to severity of the environmental impacts (i.e., Category A, B and C) 3
• Procedures and information requirement for Category A projects (Environmental Impact Assessment) and Category B projects (Initial Environmental Examination) • The review process for EIA and IEE documents, application for environmental license and the organization and composition of the review committee and its duties and responsibilities; • Specific provisions for public consultation and the protection of the traditional customs and cultural practices, specifically the Impacts and Bargain Agreements (IBA) for projects required to submit EIA; • The issuance of the decision by the Environment Authority on the review of the application and the rights of the project owner to appeal the decision; • Classifications of environmental license, its duration and renewal; change of conditions of the license; • The requirement for projects issued environmental license prior to the enactment of this decree-law to register with the Environmental Authority; • The requirement for environmental monitoring, reporting obligations and duties of the license holder; • The law also contains sanctions and penalties for violation of this decree.
1.5.2 Project categorization 12. Under the Decree-law No 5/2011, projects are classified according to 3 categories as follows:
• Category A - includes projects that may potentially cause significant environmental impacts, and are subject to the procedure of Environmental Impact Assessment (EIA), this based on Impact Analysis and Environmental Management Plan (EMP) in accordance with the provisions in this law. • Category B - includes projects that may cause environmental impacts, and are subject to the procedure of Initial Environmental Examination (IEE), this based on the Environmental Management Plan in accordance with the provisions of the Decree Law. • Category C - includes projects where environmental impacts are negligible or nonexistent, and not subject to any procedure for Environmental Assessment in accordance with the provisions of this law 13. For categorization of this road rehabilitation sub-project, Guideline No 6 was referred to. Guideline No 6 states that upgrade of national road, regardless of the scale, belongs to Category B which requires the submission of an IEE and Environmental Management Plan (EMP). Based on this guideline, the rehabilitation and repair of the Dili-Tibar-Liquica road is Category B. 14. The GoTL’s environmental classifications for environmental permitting requirements for road projects are listed in Table 1. Table 1 Environmental Classification of Road Projects in Timor-Leste SCALE OF TYPE OF PROJECT CATEGORY DOCUMENTATION PROJECT Construction of national highways All A EIA Construction of rural roads (>15 km) All A EIA Upgrade of National Roads All B EMP Upgrade of rural roads All B EMP Construction of bridges All B EMP
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15. In compliance with Decree-Law No 5/2011, the prescribed Application form shall be submitted to the DoE for screening. The duly accomplished prescribed Application Form for environmental license is enclosed as Attachment 1.
16. The list of the other relevant legislations dealing with environmental and natural resource management with pertinent institutional responsibility is presented in Attachment 2.
1.5.3 Procedures for Processing and issuance of Environmental License 17. Presently, the Government of Timor-Leste has consigned the authority to enforce the environmental licensing function to the Directorate of Environment, under the Ministry of Economic Development.
18. The process for processing and issuance of environmental permit according to Decree- Law No 5/2011 is shown in Figure 1. The application for environmental permit starts with the submission of basic project data to the Environmental Authority for screening. It is during this stage that the requirement for environmental permit is determined. Category A projects are required to conduct an environmental impact assessment (EIA), while Category B projects are required to conduct an initial environmental examination (IEE). The processing of application for environmental permit by a Category A project is described in the following sections:
• Scoping
19. The Category A projects are then subjected to scoping to define the project coverage. To initiate this process, the proponent has to submit basic project information. The opinion on the environmental scope is issued by the Environmental Authority within 15 days of the receipt of the documentation.
• Conduct of the EIA and Submission of Application
20. Subsequently, the proponent prepares the EIA according to the determined scope and format prescribed in Decree-Law No 5/2011. The document is then submitted to the Environment Authority together with the duly accomplished application form for environmental permit.
• Evaluation and Approval
21. Upon receipt, the Environment Authority has 10 days to convene an Evaluation Committee. The Evaluation committee is composed of representatives of various government offices and it is their duty to evaluate and recommend the approval/denial of the application for environmental permit. As part of the evaluation process, a public consultation is conducted starting 10 days after the formation of the evaluation committee. The public has 24 days to submit to the Evaluation Committee comments, recommendations or proposals on the EIA and EMP.
22. The Evaluation Committee has 50 days, commencing 5 days after the organization of the Evaluation Committee to complete the technical evaluation and render a decision on the application. As part of the evaluation process the Evaluation Committee may ask the proponent, the affected communities, or government Ministries with interest in project additional information related to the application. The Evaluation Committee may also ask the Proponent to reformat, supply new information or analysis based on the outcome of the evaluation. During this time, the prescribed duration of the review of 50 days is suspended until the required 5
information is received. According to Decree-Law No 5/2011, the Evaluation Committee has 10 days to review the additional information submitted by the proponent.
23. Upon completion of the technical evaluation, the Evaluation Committee prepares a report and recommends the approval or denial of the application for environmental permit. The recommendation is then submitted to the Superior Environmental Authority who issues the final approval and the order for the issuance of the environmental permit within 15 days of receipt of the Evaluation Committee report. For application that is denied, the process ends with the notification of the proponent of the decision.
24. Under ideal condition, processing of environmental permit for Category A is about 90 days as prescribed in Decree-Law No 5/2011.
• Post Evaluation Requirement
25. A post evaluation requirement for Category A project is the Impacts Benefits Agreement, negotiation for which may commence once approval of the environmental permit is published.
26. For Category B projects, the processing of the application for environmental permit is much simpler than for Category A. The application for environmental permit is initiated by the submission of a document which contains the project information, the EMP and accompanied by the duly accomplished application form for granting of environmental permit.
27. The Environmental Authority has 30 days to complete the technical evaluation of the application. During this period, the Environmental Authority may require additional information from the proponent, the affected community or Ministries of the government with interest in the project. During this time the prescribed period of 30 days for technical evaluation is suspended until the receipt of the required additional information. The Environmental Authority has 10 days to review additional information. A public consultation may also be required as part of the evaluation process.
28. Upon completion of the evaluation, the Environmental Authority submits to the Superior Environmental Authority a recommendation, i.e., approval or denial of the application for environmental permit. The Superior Environmental Authority, within 10 days of receipt of the evaluation report, shall then issue an order for the issuance of the environmental permit.
29. For Category C projects, the Environmental Authority recommends that the project maintains an environmental management plan.
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DEVELOPMENT
Screening
Category A Category B Category C SCREENING
Scoping /TOR Preparation & Submission of Project Information Issuance of SCOPING Opinon on Scoping
Preparation & EIA Preparation Submission of & Submission of EMP and Application Application Form EIA & IEE EIA & PREPARATION
Formation of Evaluation Committee
Public Consultation
Technical Technical Additional Evaluation by Evaluation Information Environment Authority
Decision on EIA Decision on the and IEE & Environmental Environmental Permit Permit
Approval Denial Approval TECHNICAL EVALUATION & APPROVAL PROCESS APPROVAL & EVALUATION TECHNICAL
Impacts & Benefits Negotiation & Agreement
Surveilance, REQUIREMENTS Monitoring & POST APPROVAL Reporting
Figure 1 Review process for application for environmental permit in Timor-Leste
1.5.4 ADB Environmental Safeguards Policies 30. Inasmuch as the project is being supported by ADB, the project has to subscribe to the ADB’s environmental safeguards policies contained in the July 2009 Safeguard Policy Statement. The ADB’s key safeguard areas are: (i) environmental safeguards, (ii) involuntary 7
resettlement safeguards, and (iii) Indigenous Peoples safeguards. The environmental safeguard policy outlines the requirements that need to be complied with for projects supported by the Bank. Under the environment safeguard policies, projects are required to undertake environmental assessment. These requirements include assessing impacts, planning and managing impact mitigations, preparing environmental assessment reports, disclosing information and undertaking consultation, establishing a grievance mechanism, and monitoring and reporting. Safeguard requirements for biodiversity conservation and sustainable management of natural resources, pollution prevention and abatement, occupational and community health and safety, and conservation of physical cultural resources are also covered by the Bank’s environment safeguard policies. The applicability of particular requirements is established through the environmental assessment process and compliance with the requirements is achieved through implementation of environmental management plans agreed to by ADB and the borrower/client. 31. Guidelines and procedures for complying with the environment safeguard policies, particularly environment impact assessment, are provided in a number of ADB publications. 32. The 2009 ADB SPS also contains the Screening and Categorization of projects depending on the significance of its environmental impacts associated with the project and location, the sensitivity, scale, nature and magnitude of its potential impacts. The screened projects are classified according to the following categories: • Category A. Projects could have significant adverse environmental impacts. An environmental impact assessment (EIA) is required to address significant impacts. • Category B. Projects could have some adverse environmental impacts, but of lesser degree or significance than those in category A. An IEE is required to determine whether significant environmental impacts warranting an EIA are likely. If an EIA is not needed, the IEE is regarded as the final environmental assessment report. • Category C. Projects are unlikely to have adverse environmental impacts. No EIA or IEE is required, although environmental implications are reviewed. • Category FI. Projects involve a credit line through a financial intermediary or an equity investment in a financial intermediary. The financial intermediary must apply an environmental management system, unless all projects will result in insignificant impacts. 33. ADB will post the safeguard documents on its website so affected people, other stakeholders, and the general public can provide meaningful inputs into the project design and implementation: These documents are: • For environmental category A projects, draft EIA report at least 120 days before Board consideration; • Final or updated EIA and/or IEE upon receipt; and • Environmental Monitoring Reports submitted by Implementing/Executing Agencies during project implementation upon receipt. 1.6 Methodology Applied
34. This IEE is the progression of the 2009 environmental assessment done by the Ministry of Infrastructure under the feasibility study stage of this project. As such, this document has freely used the 2009 IEE as a reference for the preparation of this IEE with due acknowledgement.
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35. Other reports that have been used as reference for updating the IEE include the Poverty and Social Impact Analysis prepared for the Project Implementation and Support Consultants for the Road Network Development Sector Project – ADB Grant No. 0180-TIM’ for the Tibar- Gleno Road (A04-01). 36. The baseline environmental condition of the project site is compiled from previous IEE report, reports published in the worldwide web and observations made during the site inspection. References taken from the internet were screened for reliability and credibility of the sources of information. 37. The preliminary screening of potential environmental impacts of the proposed rehabilitation and repair of the roads included in the Roads Network Development Sector Project was done during the feasibility study stage wherein GIS analysis was carried out to determine roads impacts on ecologically sensitive areas. In addition to this process, for this stage of the project, ADB’s rapid environmental impact assessment checklist (Attachment 2) was utilized. For the prediction and assessment of site specific impacts, a 200 meter impact corridor on both sides of the road was delineated. This corridor was superimposed on the topographic map and satellite imagery so that land use, structures and other features can be identified. 2. DESCRIPTION OF THE PROJECT 2.1 Type of Project 38. This sub-project pertains to the strengthening, repair and bituminous resurfacing of the National Road from Tibar to Gleno (A04-01). This road alignment is one of the non-sample road links in Timor-Leste included in ADB Grant No. 180-TIM. The non-sample roads covered by ADB Grant no 0180-TIM are: Table 2. Timor-Leste Roads Included in ADB Grant No. 180-TIMProject Implementation and Support Consultant (PISC) Link No. From To Category Length(km) 1. A03-01 Dili Tibar National 7.2 2. A03-02 Tibar Liquica National 21.4 3. A04-01 Tibar Gleno National 31.9 4. A04-02 Gleno Ermera National 11.5 5. A19-01 Pante Macassar Sakato District 15.0 Total 87.0
2.2 Project Category 2.2.1 ADB Guidelines
39. Based on the existing ADB Environmental Safeguards Policy (2009), this sub-project falls under ADB’s project category B. This category is defined as “Projects with potential to cause less significant / fewer environmental impacts than Category A, yet still require a prescribed level of environmental management to protect the environment. For these projects an initial environmental examination (IEE) could be considered as final environmental assessment report if the stated document determines that an environmental impact assessment (EIA) is not required for the project under examination”. 9
40. Considering the type and magnitude of activities and the absence of land acquisition and new road construction, no significant impacts that will warrant the conduct of an EIA are foreseen.
2.2.2 GoTL Environmental Regulation
41. The GoTL’s law enforcing the environmental impact assessment is contained in Decree- Law No 5/2011. This decree-law defines the scope, categorization of projects according to environmental impacts, the procedure for securing environmental permit, the approval process and post approval requirements. In as much as secondary regulations supporting the Decree- Law No 5 are yet to be enacted, the existing relevant guideline, Guideline No 6 was referred, as advised by the DoE to define the category of this sub-project. As per Guideline No 6, upgrading of national roads, such as this sub-project, belongs to Category B. As a Category B, project it is required, under Decree-Law No 5/2011to submit an IEE with EMP for securing environmental permit.
2.3 Need for the Project 42. During the Indonesian regime, the road received maintenance and some of the major bridges and cross drainage structures were constructed. But the civil unrest and struggle for independence resulted to severely damaged road condition particularly after 1999 elections. In post-independence years (post 2002) the road received basic emergency repair in its severely damaged sections to keep it traffic worthy. A decade or more of lack of strengthening and absence of bituminous overlay has left this vital road in very poor condition. The following table shows the present state of the national and district roads of the country.
Table 3 General surface condition of the National and District Roads (MoI 2009) 43. The sub-project road is part of the link between Timor-Leste and Indonesia at the western side of the island. This is an important trade link since it connects to the Indonesian part of the island, which is the source of international trade and freight movement by land route from Indonesia to Timor-Leste and vice versa. In addition, this road provides access into the centre of coffee growing region of Timor-Leste. Coffee is the main export commodity of Timor- Leste (excluding natural gas & oil), and accounts for 75%-90% of all exports. 44. The Government of Timor-Leste has recognized the importance of developing physical infrastructure including road network as part of its program to reduce poverty in the country. With the realization that improvement of the road infrastructures will to contribute to economic growth and poverty reduction the Government of the Democratic Republic of Timor-Leste (the Government) has taken up the preparation of the Road Network Development Sector Project, with financial assistance from the ADB (Project TA 7100). The overall objective of this project is to reduce vehicle operating costs, improve accessibility to market opportunities and economic and social services, as well as generate employment opportunities and income.
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2.4 Location and Size of Operations 2.4.1 Location
45. National road A04-01starts in Tibar and coincides with end point of A03-01. The road runs on a southerly direction connecting Tibar, Gleno, Ermera and Maliana. It provides access to the prime coffee growing region of the country. It is also an alternate route connecting the capital Dili to the southwestern border post with Indonesia at Mota Ain.
Figure 2 Map showing the alignment of sample road A04-01
2.4.2 Proposed Solution
Pavement
46. The proposed improvements include the repair and restoration of the existing road, widening of the carriageway to 6 meters, providing 1-meter shoulders on both sides over most of its length, then providing a full asphalt concrete overlay. There are no proposed major changes in alignment or gradients. The repairs will bring the base course up to the pavement level in distressed areas and the full length of the road will then be overlaid with 50 millimeters of hot-laid asphalt. This will provide a high-quality road with a good riding surface.
47. In some sections where houses/structures are present and land is privately owned, the current road width (i.e., 0.75 m shoulder and 5 m to 6 m asphalt pavement) shall be maintained.
48. Figure 3 shows the typical cross sections of pavements in flat terrain and mountain terrain.
Drainage 49. The lack of routine maintenance is the main reason for the road drainage infrastructure to fall into disrepair. The basis of the drainage works design will be to repair the existing infrastructure and provide new works only where the present design is inadequate based on 11
field conditions. Existing drains are to be cleaned or reconstructed where necessary. New construction may be required as part of the works.
50. Free discharge from culverts and bridges will be an important aspect of the drainage designs. The works will include, where necessary:
• building cascades to carry water away from the road formation and embankment; • cleaning/clearing out streams of accumulated debris; and • constructing weirs and drop structures to prevent further streambed scouring • constructing river training walls to prevent scouring on banks 51. Culvert inlets which habitually become blocked will be cleared of debris or be reconstructed to improve the hydraulic capacity.
52. The changing drainage requirements resulting from the effects of anticipated climate change will be included in the design of the drainage facilities.
Retaining Structures 53. A detailed geotechnical investigation of the road was conducted as part of this study. The study found a number of locations where remedial action is required to stabilize geotechnical weaknesses affecting either the existing cut and fill batters or the integrity of the formation.
54. The types of earth retaining structures considered are:
• Gabion Walls. These are typically used to retain fill slopes. These will be placed typically to support the fill side of the formation on a slope. They can be used to remedy existing slope failures provided that they are suitably founded, i.e., in or on stable material. • Stone Masonry Walls. These are typically used to retain back slopes on cuts that are prone to landslides and on embankment formations. The height varies from a minimum of 1.5 m to a maximum of 5.0 m. They can be constructed in conjunction with bioengineering works • Breast Walls. These are similar to stone masonry walls but are generally shorter in height (1.5 m high or less) and more commonly used to contain minor slips at the toe of the cut slope. These types of structure will be founded on stable soil or on compacted ground. • Bioengineering. This technique covers a variety of specific treatments, all involving planting of selected vegetation to reduce slope erosion and water infiltration. It can be used to improve near surface stability over a wider area. It will typically be effective where stability problems are caused by low strength soils or rock rather than in steep terrain. Actual effects can be hard to quantify, however, the probability of large scale failures will be reduced if the work is done correctly. • Catch Drains. These are constructed to divert water away from areas or structures where it will cause stability problems. They are typically placed around the upper extremity of a slope, diverting water away from the slope. Normal table drains, culverts, etc., should also be considered as an integral part of the water diversion. • Check Dams. These are constructed to control the flow of surface water to reduce the velocity of the surface runoff and minimize erosion. They act as small weirs to dissipate the energy. They can be constructed of a variety of materials including bamboo and other plantings, stone and wooden palisades.
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• Earthworks (Cut/Fill). This refers to removing material from mountainsides and/or constructing embankments on the hill side to improve the stability of the formation. This would generally involve removal and disposal of material from landslide or excavation for the construction of lined ditches. This would also apply to design for new construction. 55. There are a number of areas in Timor-Leste that are geo-technically unstable and subject to regular landslides. It is not possible to prevent the land movement in these areas and hence there will be a recurring cost to reconstruct the road sections crossing these areas. 56. At many locations along the road, there is a substantial number of existing retaining walls which either support the cliff side of the road or support the cut slope of the road. The natural material is mostly strong and close enough to the surface to allow the construction of walls without excessive earthworks. Cut slopes along the road are prone to landslides through scouring and minor erosion. Such slopes will be reshaped and treatments will be applied to minimize future slips and eventual damage to the drains and road. Where considered viable, bioengineering will be applied to stabilize the slopes, and retaining walls (stone masonry wall or breast walls) will be constructed to prevent landslips.
Road Safety 57. The project’s response to improving road safety outcomes is constrained by the general design approach. The design approach is to restore the condition of the road and widen the carriageway provide shoulders. Therefore the main road improvements provided by the project will be the condition of the roadway, the condition and width of the shoulders, provision of pavement marking, provision of road signs and conducting routine maintenance of the drainage systems. The main road safety benefits the project will deliver are the following:
• reduced risk of vehicles leaving their lane to avoid potholes and surface deformations; • reduced risk of accidents due to road hazards, e.g., flooding of roadway, foreign objects (falling rocks) on roadway; • better information to drivers on infrastructure hazards; • improved sight distances due to improved vegetation control; • better separation between pedestrians and vehicles; and • better night driving conditions due to wider carriageway and improved pavement centerline markings.
58. Some of these advantages could be partially offset by the higher speeds which will be possible after the road improvements.
2.4.3 Project Implementation Schedule and Project Cost 59. This sub-project is planned to commence in second quarter of 2012 and is expected to be completed within 27 months of construction. The estimated cost of the repair and rehabilitation of the sub-project’s total length of 31.9 km and width of 6 m is estimated at $27.31 million as of December 2011.
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Figure 3 Typical cross section of the 2 types of new pavement construction in Flat Terrain and Mountainous Terrain
3. DESCRIPTION OF THE ENVIRONMENT 3.1 Climate and Air Quality 60. Timor-Leste lies in the tropical region where temperature varies within a narrow range the whole year round. The average temperature in coastal areas is around 27oC in coastal areas and around 25oC in the highlands, including Gleno. But temperature fluctuation within the day can be larger than the monthly variation throughout the year.
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Figure 4 Ambient Monthly Average Temperature in Timor-Leste (after Kirono 2010)
61. The MOI (2009) IEE described the climate of Timor-Leste as hot and humid tropical, with large variations in rainfall and temperature over short distances due to the steep topography. Broadly speaking, there are two annual seasons determined by the monsoon, which varies in length according to location, the monsoon lasting longer in the south than in the north. These climate patterns are described as follows: • The Northern Monomodal rainfall produces rain during 4-6 months from December which affects a big part of North and the East. • The Southern Bimodal rain pattern, which produces rain as long as 7-9 months with rapidly rainfall start in December and again in May, which is influencing the Southern part of Timor-Leste. 15
Figure 5 Monthly rainfall pattern of Timor-Leste (after Dewi Kirono, 2010)
62. Given the rainfall pattern over the region of the sub-project, it is important that season be considered in the planning of the implementation of the repair and rehabilitation works particularly for areas susceptible to flooding and landslides. 63. The country is prone to tropical cyclones. The formation of tropical cyclones generally occurs within a band between 5o and 25o from the equator. Cyclones bring exceptionally high rains and winds. In the past, they occasionally develop in the Banda, Arafura, Timor and Sawu seas, especially during April and May and move in a south-westerly direction (Figure 6) (Monk et al. 1997 cited in Kirono 2010). The tropical cyclone mean occurrence over the Timor-Leste region is around 0.2 per year (Abbs 2010 in Kirono 2010).
Figure 6 Occurrence of tropical cyclones in past over Timor-Leste (Crippen International, cited in Kirono 2010)
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64. In terms of ambient air quality, the WB’s assessment (2009) of the outdoor air quality in Timor-Leste indicated said that air pollution is currently a minor problem. Ambient air quality concern is mainly limited to Dili. 65. Along the route of A04-01, the presence of burning in the open dump in Tibar is a possible source of air pollution. In addition, it is observed that fugitive dust and particulates are relatively high along the A04-01route. The prevalence of bare areas, dry soil, unpaved roads, lack of road maintenance and vehicular traffic all contribute to dusty condition along the road alignment.
3.2 Geology and Topography
66. The UNESCAP (2003) reported that Timor-Leste’s landscape is dominated by mountain ranges estimated to cover about 1/3 of the country’s land area. Among the prominent mountain ranges is the Ramelau Range with the highest peak elevation of 3,037 m asl represented by Foho Tatamailau. The rugged topography of the country is exemplified by the fact that more than 40% of the land has more than 40% slope (MOI, 2009). Fringing the mountainous terrain of Timor-Leste are coastal plains which taper and widen as it merge with floodplains and in-filled valleys.
67. The topography of the alignment of A04-01 varies from flat to rolling from the coast to rugged and mountainous inland towards Railaco and Gleno. Maximum elevation of A04-01 is about 900 m as it approaches Gleno. The figure below shows the elevation profile of A04-01 based on Google Earth imagery.
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Figure 7 Elevation profile of A04-01 (from Google Earth)
68. It is interpreted from the topographic map that Gleno and Railaco are infill valleys built- up by active sediment deposition. These must have been previously deep depressions filled up by alluvial through active deposition. But it seems that active deposition must have been curtailed such that alluvial deposition and build-up of alluvial terraces did not progress downstream of Gleno. This is indicated by the lack of alluvial sediments in river channel of Gleno River as it merges with Loes River. These infill valleys are occupied by the population centers of Gleno and Railaco. Extensive rice paddies are also found in the alluvial terraces.
69. Road A04-01 is built over alluvial deposits in the valleys of Railaco and Gleno. But mostly, the road traverses the highly sheared and deformed Aileu Formation. This metamorphic formation called the Aileu Formation occurs widely in northern part of central Timor. It consists of a series of shales, phyllites, slates and occasional low-grade metamorphosed eruptive rocks. Interbeds of quartz-phyllites occasionally occur. This rock displays lustrous surfaces due to presence of chlorite and mica. This formation has been repeatedly exposed to deformation 17
especially in the north coast. This deformation plus the pervasive presence of platy minerals like chlorite and mica structurally weakens the rock making it susceptible to landslide. 70. The inherent weakness of the rocks, the steep terrain and the occurrence of intense rainfall makes erosion and sedimentation as the most active geologic processes in Timor-Leste. Erosion and sedimentation in the country consist of the both the slow erosion-deposition (e.g., soil creep) and rapid mass wasting processes which includes rock falls and landslides. The road cuts in several portion of the A04-01 are prone to landslides. 71. The other factor that contributes to soil erosion in the mountainous and hilly parts of the project area is grazing. Frequent grazing in the grassy slopes by ruminant animals hastens soil erosion as indicated by the presence of grazing step terracettes. 72. The very high sedimentation rate of the rivers in Timor-Leste is quite obvious. This is indicated by the presence of uplifted river alluvial terraces and wide alluvial filled river channels, from the lower reaches to the headwater sections of rivers like Loes. In Ermera, this is evidenced by the broad alluvial terraces of Railaco and Gleno noted along the route of A04-01. 73. River channel migration is another potential geologic hazard along the A04-01 route. It is noted that river channel migration is threatening to erode section of A04-01 at Km16+000 in Tibar. The other hazard of high sedimentation rate is river bed aggradation which reduces bankfull capacity and leads to overtopping, flooding and migration of river channel. Buildings, roads, farmlands and houses maybe buried in the process. The center of the sub-district of Gleno being built on the alluvial plain of Gleno River is prone to this hazard as indicated by the presence of river braiding. 3.3 Seismicity 74. Timor Island is prone to earthquakes being located in a tectonically active region, along the collision zone of the Australian plate and the Eurasian Plate. Compilation of major shallow earthquakes in Indonesia from 1897 to 1984 by the Southeast Asia Association of Seismology and Earthquake Engineering (SEASEE, 1985) showed a number of earthquakes (magnitude 6 to 6.9) with epicenters located offshore north of Timor Island. A magnitude 8 or greater has been recorded in 1963 with epicenter located offshore southwest of Timor Island. Recently, a very shallow (depth of 1.1 km) earthquake with magnitude of 5.6 and epicenter located on-shore south of Dili occurred last 26 April 2011.
3.4 Quarry Resources 75. No specific quarry sites have yet been identified for this sub-project. But the published report by UNESCAP on Geology and Mineral Resources of Timor-Leste has identified possible sources of construction materials in Liquica and Bobonaro. The quarry resources are andesite and gabbro. In other areas of Timor-Leste, limestone and is used as aggregate. Within the sub- project site, licensed quarries operate along the Tibar-Liquica road and in Hera, east of Dili. In addition, river bed quarry operations are also noted to be active along the route of the sub- project. However, since there are numerous factors that need to be considered, the contractor may opt for other sites. In which case, the contractor will have to secure the necessary permits, including environmental permit prior to start of work. Location of existing crushers and asphalt plants and other possible quarry sources within general area of sub-project roads are shown in following map.
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Figure 8. Locations of existing crushers and asphalt plants and other possible sources of quarry materials within the general area of the sub-project roads.
3.5 Water Resources 76. According to the 2009 IEE, rivers and springs are the main sources of water for domestic and agriculture. The major watershed of the country is formed by the Ramelau mountain and is the source of all major streams. The larger catchment areas and greater rainfall on the south coast permit the formation of more permanent streams here than on the north coast. The largest river systems in the country, the Laclo and the Loes) flow from the mountains to the north coast. 77. Two major rivers traversed by A04-01 are Gleno River and Angguo River. Gleno River is a tributary of Loes River, while Angguo River in Railaco is a tributary of Comoro River. These rivers are potential sources of water supply in addition to the springs. The following photographs show the water resources along the route of A04-01. Top left is Angguo River in Railaco, top right is Gleno River, bottom left is a community water supply tank of Railaco and bottom right is a small intermittent creek along the way. 19
Plate 1. Water resources along the A04-01 route (topleft Angguo River in Railaco, top right photo shows Boera River, bottom left is a water tank in Railaco and bottom right is a creek between Railaco and Gleno)
3.6 Flooding
78. Flooding is one of the recognized natural constraints in Timor-Leste especially in the floodplains and low-lying coastal plains. The Rihiu River in Tibar is among the floodprone areas identified by the 2008 District Atlas by UN Office for the Coordination of Human Affairs (OCHA) (see following figure)
Figure 9. Flood prone areas, inset of Angguo River in Railaco, one of the identified flood prone areas
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3.7 Terrestrial Ecosystem and Biodiversity
79. The land cover data of Timor-Leste gives an indication of its present ecologic condition. While statistics of existing land cover have yet to be reconciled, the land cover mapping done by ALGIS in 2008 using remote sensing data showed that forest (various types of forests) is the dominant land cover of Timor-Leste. It is estimated that various types of forest covers 53.9% of Timor-Leste’s land area, various types of cultivated land (agriculture) makes up about 28.7% and other land cover types, (including savannah, grassland, large towns and cities, bare, etc.) make up only 2%. Other researchers doubt the accuracy of this data believing that the forest cover is overestimated. It is believed that savannah formation is the predominant land cover in Timor-Leste. The predominant vegetation species of savannah formation is Eucalyptus alba.
80. According to the ALGIS GIS data, the land cover in the region of Tibar to Gleno is sparse moist lowland forest (see following figure). But at the project level, ocular inspection of the route of A04-02 showed that much of the land use has been influenced by human activities. The existing land uses along the route are described in the following section.
3.7.1 Ecologically Important Areas
81. An important bird area has been identified in the western side of Railaco (see following figure). The habitat must be a forest grading into the coffee plantations which are prevalent in the area. The coffee plantation can be easily identified because of the presence of tall mature shade trees like Albizia falcataria. The photographs in the following figure show the extent of the coffee plantations in this part of Timor-Leste.
Figure 10 Biological value areas in the western side of Timor-Leste and photographs depicting the extent of coffee plantations as indicated by the presence of tall mature shade trees.
82. Wetlands – Mangroves. Mangroves, which appear to be remnant patches are found in along the coastline of Tibar, vicinity of the starting point. Portions of the mangroves have been cleared and converted to aquaculture ponds and salt beds. Deforestation of mangroves is likely partly due to requirement for firewood for salt production. 21
83. Coral Reef. Intertidal flats and fringing reefs are indicated to be present along the coastline of Tibar. The reef along the coastline of Liquica has been reported to be a scuba diving attraction. However, there is no description of the general status of the coral reefs in this area.
3.8 Existing Land Use Along the A04-01 84. The land use along the corridor of A04-01 is a mixture of brushland, croplands and built- up which includes settlements and institution. The main built-up areas are the centers of Tibar, Railaco and Gleno. In Tibar (Km 15+000 to Km17+000), some institutional establishments like training centers, NGO offices are located along the route. The use changes as elevation increases. Coffee plantation becomes prevalent in elevations higher than 500 m, while rice paddies are confined to the alluvial terraces along the rivers of Angguo and Gleno. The photographs in the following figure show some of the land uses along the A04-01 route.
Figure 11 Alignment of A04-01 showing the 200 m primary impact areas and photographs of land uses within the 200 m impact area
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3.9 Social Cultural and Economic Setting
3.9.1 Human & Economic Development
Population
85. In 2008, the population of Timor-Leste was estimated to be 1,080,742 (based on Census 2004 projection) with an annual population growth rate (2001-2004) of 5.3%. The median age was 18.3 years with a life expectancy at birth of 55.5 years, well below the average for East Asian and Pacific Island countries. On average, seven children per woman are born, which presents a very high fertility rate (2004 census).
86. The population of the host districts, Ermera and Liquica as of the 2010 Census (NSD, 2010) is as follows:
Table 4 Population of the Ermera and Liquica District
District Urban Population Rural Population Total Population Ermera 8,133 106,502 114,635 Liquica 5,152 58,177 63,329 Table5 Population of the Districts of Liquica and Ermera based on 2010 census
Agricultural Development 87. Most of the beneficiaries in the project target area are rural subsistence farmers who obtain a small amount of income by selling cash crops such as coffee, vegetables and fruits. In the districts through which the project road is traversing about 78% of the population is engaged in the agriculture, fishing or forestry sector. Vendors along the project road are a common sight. Local resident trade their produce for cash with locals and the travelling public in make shift shelters or small market places built by the government. These markets are neither getting impacted by the planned activity for the project road nor do they pose any impact on the planned repair, restoration and bituminous overlay of the project road. The agricultural development is weak due to absolute dependence on monsoons, an inequitable land tenure system, lack of educated/trained farm workers and training for farmers.
88. Liquica and Ermera are part of the coffee growing region of Timor-Leste. Coffee is considered as the primary cash crops and a major export product of the country. Ermera is the top coffee growing district of the country with over 34,900 hectares of coffee plantation producing 71% of the country’s total production. In Liquica, coffee plantation occupies 6022 ha,making it the fourth largest coffee producing district of the country with an estimated annual production of 1,000 tons or 14% of the country's total production. But production drastically declined in 2000, with production only from 3894 ha. This is attributed to a number of problems (Office of Local Government and Development, District of Liquica, 2002).
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Industrial Development
89. There are no major industries in the project impact area or its vicinity. Small size of domestic market, low purchasing power of the local population, relatively high wages compared to Indonesia, and high transport costs are constraints to industrial development.
Infrastructure
90. The physical infrastructure of Timor-Leste is in most areas insufficient to support adequate economic and social development. In late 1999, about 70% of the physical and economic infrastructure of Timor-Leste was laid waste by Indonesian troops and anti- independence militias, and 260,000 people fled westward. Over the next three years, a massive international program, manned by 5,000 peacekeepers (8,000 at peak) and 1,300 police officers, led to substantial reconstruction in both urban and rural areas. By mid-2002, all but about 50,000 of the refugees had returned and remaining 210, 000 preferred to live in Indonesia or went to other countries. Growth, however, was held back in 2003 by extensive drought and the gradual winding down of the international presence.
91. Currently, the country is facing great challenges in rebuilding its infrastructure, strengthening its civil administration, and generating jobs for young people. The road infrastructure is a constraint for the delivery of agricultural products to the main markets. There is as yet little infrastructure to support tourism and virtually there is no industry in the country. Since roads provide the dominant form of transportation, the lack of a serviceable road infrastructure contributes significantly to the incidence of poverty.
92. It reported that Liquica town is supplied by eight intakes (seasonal streams); one spring and two deep boreholes resulting from JICA participation in the rehabilitation of water supply in the city in2001. Four bore holes, the most sustainable water source, have been destroyed during the1999 violence. Accordingly, the water supply amount is reduced to about forty per cent of the total demand (Office of the Local Government and Development, Liquica District 2002http://www.estatal.gov.tl/Documents/District%20Development%20Plans%20and%20Profile s/Liquica/Liquica%20District%20Profile%202002_eng.pdf). 93. In Ermera, water supply is from springs. Spring boxes collect the water for conveyance into storage tanks. From the tank, water is piped to the communities. Ethnic and Cultural Diversity 94. In Timor-Leste, ethnic association is associated with language. There are 17 languages spoken across the country which are of quite independent linguistic origin. Broadly the languages of Timor are derived from one or two broad language groups; Austronesian (Malay- Polynesian) and Papuan (Melanesian). It is clear from the constitution and national vision statement that in developing the new nation, the government has ensured that any differences existing between Timorese people due to language, religion, ethnicity would be respected, valued would be preserved within the framework for establishing equal and universal rights for all Timorese. Poverty Levels 95. Timor-Leste is one of the poorest countries in the world. Currently, it is estimated that 88 percent of Timor-Leste's population is poor, and 46% are very poor. More than 40% of the population is reported to live below the national poverty line of $0.55 per day. The electrification ratio for all households is only 20%, in rural areas, 95% of the households are without electricity.
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About 48% of the population does not have access to safe drinking water supply, and 69% does not have access to adequate sanitation facilities. 96. It has been envisaged that the improvement of the project road would benefit approximately about 58,000 persons. Indirectly, the population affected could be much larger, since the project road eventually leads to the capital Dili.
3.9.2 Education and Health
97. Based on the 2004 census, 54% of the population is illiterate, among the 15-24 year olds illiteracy climbs up to 73%. Currently, about a third of children are not enrolled in primary school and about 20% of the enrolled children do not attend classes. Access to health care and medical services is flimsy. Only 27% of all births in the country are attended by skilled health care personnel. Infant mortality (per 1,000 live births) is 98; Under Five mortality (per 1,000 births) is 136. Malnutrition is a serious problem for children under five years of age. The ratio of a qualified medical doctor is less than 1 in 1000. 98. In terms of education, Ermera as of 2002 has 64 primary schools and 9 secondary schools (2 senior high schools and 7 junior high schools. Liquica District as a whole on the other hand has a total of 46 schools, a total of 55 secondary school teachers and a total of 1634 secondary school students. The number of schools must have increased by now due to the rehabilitation efforts done after 2002. 3.9.3 Land Tenure 99. About 25% of the land tenure out of 200,000 land parcels in the country is formally registered. The vast majority of land parcels have been held by traditional landowners, mostly communities defined as ‘origin groups’ (equivalent to indigenous people in other countries). Origin groups define themselves as first possessors of certain areas of land and have authority over land in most parts of Timor-Leste. Within the system of origin group authority, there are highly individuated rights to land. Residential, garden and plantation plots are ‘owned’ by families rather than the group itself and remain under family control. The first land law of Timor- Leste was promulgated in March 2003 via ‘Law No.1/2003’, which has been designed to serve as an umbrella law or the rest of the land and property regime. There are specific laws and guidelines concerning details of land acquisition and compensation.
100. While studying the legal system of the country, it has been noted that the legal foundation for the right-of-way (ROW) for roads has not been established in Timor-Leste. When road works require additional land, the GoTL negotiates with the owners or users on case-to- case basis. According to usual practice, when land acquisition is required for project development, concerned parties under the direction of the local authorities will negotiate and reach an agreement on compensation rates, total compensation amount, and the procedures or mechanism for compensation and transfer. A preliminary draft of a new land law is currently on limited circulation within the Government.
101. There are sparsely located habitation, settlements, fishing hamlets and villages along the project road. In settlement areas the houses are located very close to the project road, but appear to be out of the right of way (which is yet to defined). Encroachments onto the right of way are not common. Overall it is more common to see gardens placed between the Project roads and the houses.
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3.9.4 Archaeological, Historical and Cultural Sites
102. No official record or listing existing in Timor-Leste, containing the official listing of historical and archaeological sites. However the government has plans to undertake a survey of archaeological, historical and cultural sites. As far as can be determined, there are no cultural sites along the route of A04-01.
4. SCREENING OF POTENTIAL ENVIRONMENTAL IMPACTS AND MITIGATING MEASURES
103. This impact assessment and mitigating measures covers the entire cycle of the sub- project, from pre-construction to construction and operation and maintenance. The coverage of each of this sub-project phases is defined as follows:
. Design-Preconstruction Phase, the period before the actual construction starts (section 4.4.2). Certain safeguard requirements need to be complied with in order to allow the Contractor to implement the project. . Construction Phase, the period from the time that the ‘Notice to Proceed’ is given to the Contractor until the issuing of the ‘Certificate of Completion’, . Operation and Maintenance Phase, the period starting with the issuing of the ‘Certificate of Completion’ issued by the DOW until the end of the 20-years life time of the subproject.
104. The initial overall screening of the road improvement project as a whole was done by the MoI in 2009. The MoI (2009) analysis was GIS assisted wherein several thematic layers (e.g., biologic, geologic, topographic, etc.) were overlay to identify environmentally sensitive areas. The environmentally sensitive areas were delineated through a scoring system. The proposed roadworks (in terms of its magnitude based on type of work, its spatial extent and temporal nature, i.e., duration), were then superimposed on the environmentally sensitive thematic map to predict and assess the potential impacts. The outcome of this screening is also used in assessing the potential impacts of this road sub-project. 105. The key feature of the project that mitigates the overall adverse impact is the fact that the project will be confined within the existing road alignment and that existing ROW can accommodate the proposed carriageway widening. Work will consist of widening of carriageway, repair of pavement, shoulder, drainage and slope stabilization. Given these types of works, activities in any particular section of the sub-project shall be of short duration. Thus, the prescribed planned road improvement activities described are considered negligible, small or intermediate. 106. In addition, specific to this sub-project, the screening of the potential impacts was done using the ADB’s rapid environment assessment checklist. Subsequently, the review of the existing condition prevailing along the alignment allowed the identification at a detailed level, the sensitive receptors such as important ecologic features and the location of human settlements. These areas within the sub-project alignment shall be given special attention with respect to environmental management. 4.1 Possible Impacts Based on Location 107. The identification of the potential impacts based on project location is best appreciated by superimposing the 200 meter impact envelope over the map of the sub-project road and the general land covers along the road alignment Figure 9. It can be gleaned from the said figure that the 200 meter impact area encloses the built-up and populated areas of Tibar, Railaco,
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Gleno and some suco’s along the route. Schools are located within these settlements and as noted during the field surveys. School children make up a large proportion of the pedestrians using the road. Coffee plantations (southwards of Km26+000) and rice fields are likewise within the 200 m primary impact area in Railaco and Gleno. As observed during the survey, coffee plants are often present right next to the road, especially in the sloping areas. 108. Based on the foregoing, possible impact receptors and items susceptible to impacts of the sub-project are settlements, community facilities (e.g. water supply) and farmlands. It is observed during the site inspection that some form of environmental degradation is present, particularly the presence of dust along the road and the siltation of rivers due to ground disturbance caused by vehicles crossing the river bed (Railaco). The dusty condition along the route is brought about by the presence of bare areas, unpaved roads, and very dry condition. The contribution of the sub-project to the existing level of fugitive dust will not be significant relative to the present condition. 109. The impact of the construction to the important bird area in Railaco is anticipated to be insignificant because of the presence of a strip of cultivated and settlements between the road and the forested area. The coffee plantations along the road are constantly disturbed during harvesting and maintenance of the plantations, thus, impacts of the construction which is temporary and of short duration is not expected to be important. The possible source of significant impact to the forested area during construction is encroachment by construction workers for collecting food and fuel wood. 110. Agricultural lands, particularly those located along the sub-project road are prone to impacts of construction. These impacts may include accidental smothering and burial of crops by construction materials, loosened soil and rocks during slope trimming and shoulder repair, accidental trampling of planted crops by workers and construction equipment and vehicles. The possible impacts on coastal and marine resources in the Tibar section of the sub-project are considered low since the sub-project extends inland and away from the coastline. 4.2 Possible Impacts Due to Design 111. The proposed work on the A04-01 will include widening of carriageway to 6 m and provision of shoulders, improvement of drainage and slope stabilization within the existing road alignment. The sub-project will not entail realignment and existing grade will be maintained. As such, the sub-project minimizes land acquisition and therefore minimizing the resettlement impacts. But it is anticipated that slope trimming will affect coffee plantations starting at about Km25+000. Damage to coffee and other crops will be compensated. 4.3 Possible Impacts Due to Construction Activities 4.3.1 Impacts on Air Quality 112. Impact on air pollution along the sub-project alignment will be due to fugitive dust and operations of construction equipment. But these impacts are not considered significant considering the short duration and temporary nature of the work. More importantly, work is limited to repair and rehabilitation along existing alignment. However, fugitive dust can cause nuisance to people residing within the 200 m corridor on both sides of the roads. Table 6 Location of settlements along the A04-01 alignment
Station / Chainage Receptors 1 Km14+000 to Km18+000 Tibar, at the start of the sub-project, residentials and institutions 2 Km20+000 to Km 20+500 residences 3 Km21+140 Residences 27
Station / Chainage Receptors 4 Km22+44 to Km23+095 Residences 5 Km26+154 to Km26+345 Residences 6 Km27+680 to Km28+000 Residences 7 Km31+400 to Km31+750 Residences in Railaco 8 Km33+500 to Km36+320 Mixed built-up of residences + commercial+industrial+institutional 9 Km 42+650 Residences – Gleno sub-district 10 Km45+425 to end Gleno sub-district, mixed commercial residential+institutional
4.3.2 Impacts on Noise 113. Noise during the rehabilitation work will mostly come from the operations of construction equipment. Typical noise signatures of the different equipment for different construction activities are enumerated below. The noise levels are dependent on the model and the maintenance status of the equipment. This impact is a concern in the built-up sections of Tibar, Railaco and Gleno (see Table 6) and other sections where settlements / dwellings are located on the roadside.
Site Clearing Excavation & Earth Moving Structure Construction Equipment Noise Level Equipment Noise Level Equipment Noise Level Bulldozer 80 Bulldozer 80 Pneumatic tool 81-98 Front end Loader 72-80 Backhoe 72-93 Crane 75-77 Dump Truck 83-94 Dump Truck 83-94 Welding Machine 71-82 Grading & Compacting Jack Hammer 80-93 Concrete Mixer 74-88 Grader 80-93 Landscaping & Clean Up Concrete Pump 81-84 Roller 73-75 Bulldozer 80 Concrete Vibrator 76 Paving Excavator 72-93 Air compressor 74-87 Paver 86-88 Truck 83-94 Bulldozer 80 Truck 83-94 Paver 86-88 Cement and dump 83-94 Tamper 74-77 trucks Table 7 Typical noise signatures of construction equipment
114. The impact of construction on residents could be range from moderate to high depending on the the density of residences along the road alignment.
4.3.3 Impacts on Geology and Topography
115. The proposed rehabilitation works may have some impacts on slope stability, particularly during slope stabilization work. Trimming of the slopes will hasten erosion and downslope movement of unstable materials. This can cause smothering of vegetation including coffee plants located downslope and can introduce unstable talus material which can be easily eroded to the waterways. The magnitude of this impact is moderate to high considering the length of the road section where slope trimming will be done (i.e., Km19+000 to Km 45+000). Without intervention, this impact can cause substantial damage to coffee plantations and can linger until slope has naturally stabilized by vegetation growth or attrition. An example of slope trimming and slope stabilization in one the sections of A04-01 (Km20+400) is shown in the following figure.
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Existing Slope
Finished Slope
Figure 12. Example of Slope trimming and slope stabilization work (Section Km20+400)
4.3.4 Impacts on Water Resources
116. The repair and rehabilitation of A04-01 can affect water resources in two ways. One is disruption of community water supply systems and the other is degradation of water quality of river water due to siltation. Because of the importance of water supply, this impact is rated to range from moderate to high. The concern on possible damage to water supply system was in fact voiced out during the consultation by the representative of the rural water supply and sanitation officer of the District of Ermera. The water supply structures within the 200 m primary impact areas that are prone to impacts are pipeline and storage tanks. This is of particular concern in the Railaco and Gleno where pipes and water tanks are located along the road.
117. Another potential impact of construction activities is increased siltation and the contamination of surface water bodies such as Rihiu River, Angguo R / Boera R, Gleno R and the small tributaries by oil, grease and fuel.
118. Finally, the construction may compete with communities for water supply if it will draw water from the community’s water source.
4.3.5 Impacts on Social, Cultural and Economics
119. Inasmuch as the project is rehabilitation of the existing road only, it does not have the social, economic and community life concerns that are associated with new road construction. This road improvement project is generally aimed at bringing benefits to surrounding communities through lower transport costs and better access to market places, jobs, and services such as health and education. Road construction and rehabilitation projects can lead to changes in the community or social environment around the road, influencing various aspects of lifestyles, travel patterns, social and economic activities.
• Temporary Employment
120. The community along the alignment of sub-project will have opportunities for temporary employment during construction. Although this opportunity is temporary in nature, this will still 29
be beneficial for Liquica and Ermera Districts. But efforts will have to be made so that this positive benefit can be enhanced. Labour force maybe available but may not have the skills necessary for construction, thus, programs need to be emplaced to train these people. Also, the residents of the sub-project area should have priority in employment as stressed by participants during the consultation.
121. On the other hand, temporary employment opportunities offered by the sub-project may divert part of the labour force from agriculture. This could be a concern in Liquica where unemployment rate is very low (0.3%).
• Loss of productive coffee crops
122. The road rehabilitation will likely lead to loss of some productive coffee crops along the road. The potential loss has surveyed. Please refer to the resettlement action plan report for the assessment of possible loss as well as compensation plan. The section of the road where this impact is expected is from Km26+000 (elevation 500m asl and greater where coffee is generally grown).
• HIV/AIDS
123. Among the possible adverse socio-cultural impacts of the project are increased alcohol consumption and risk of exposure to STIs and HIV have been identified.
124. The risk of spread of STIs and HIV associated with the project is a function of a number of factors including (i) existing knowledge about the risk; (ii) the length of time large and relatively mobile populations will be located in the subproject areas; (iii) engagement in high-risk behaviours (such as increased alcohol consumption and multiple partners etc); and (iv) improved access and mobility especially that associated with cross-border travel. The knowledge surrounding routes of transmission and prevention of STIs and HIV in the beneficiary population is low.
• Trafficking
125. The project is further prone to human trafficking and children exploitation. During project construction, there will be opportunities to target those most vulnerable to trafficking with benefits such as job opportunities with construction work. In addition, women and children are vulnerable to being trafficked from rural areas or from camps for internally displaced persons to Dili with lures of employment and then forced into commercial sexual exploitation. Mitigating these risks include: i) Assessment of the how project activities could affect migration patterns and provide opportunities for traffickers to become active in the area; ii) The incorporation of awareness messages into project components already addressing community impact issues, and codes of conduct for construction workers that raise concerns about service/sex workers and child prostitution can also be a means to address some trafficking issues; and iii) Awareness messages for service/sex workers and construction workers can be combined with anti-trafficking and safe migration messages.
• Impacts on Cultural and Heritage Resources
126 The impacts on cultural and historical resources are yet unknown.
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4.3.6 Impacts on Public and Occupational Health and Safety
Public Health and Safety
127. Potential impacts on public health and safety can include traffic hazards due to partial closure of roads, pedestrian safety in construction sites where they are prone to different hazards due to exposure to operating construction equipment and moving vehicles. The travelling public may also be inconvenienced by delays due to road closure and route diversion in construction sites. Most vulnerable to these hazards are students who make up a sizeable proportion of the pedestrians during schooldays as noted during the field survey.
Occupational Safety
128. Workers will be exposed to hazards associated with construction. Among these are exposure to moving equipment and vehicles, heavy lifting, construction noise and others.
4.3.7 Impacts Due to Disposal of Solid Wastes 129. Improper disposal of solid wastes can cause environmental health hazards. As gathered from residents who were interviewed, there is no waste disposal facility in Gleno. The only government waste disposal facility is the one in Tibar, at the starting point of A04-01. Thus, waste disposal can be a concern to the sub-project implementation if no solid waste management plan is put in place. The contractor has little option but to haul and dispose residual waste in the Tibar waste disposal facility.
4.3.8 Post Construction Impacts 130. Clean up during post construction period should be done prior to Contractor’s abandonment of construction site, stockpiles area, borrow site, construction camp and others. Wastes, disabled equipment, stockpiles should be removed and bare areas and contaminated sites should be rehabilitated.
4.4 Impacts Due to Operations 131. The communities along A04-01 stand to gain important benefits from the improvement of the road. It is anticipated that it will improve access to schools, health services and other public services which are commonly served from the main population centers. However, opinion of some residents gathered during the public consultation is that the improvement of A04-01 will not result to expansion of coffee plantations. They cited that improvement of rural roads is what is needed to stimulate expansion of coffee plantations.
132. The predicted main adverse impact of the sub-project when completed is public safety. Once the road is improved, vehicles can travel much faster and disregard for traffic safety rules by local drivers can result to traffic accidents. This will expose communities traversed by the sub-project road to traffic hazards. Driver education and enhanced road safety awareness should be a parallel program of the government in its effort to improve transport.
133. No significant impact is expected from routine maintenance. Routine maintenance for roads such as A04-01 will entail activities such as grading, grass cutting, drain clearing, pothole patching and shoulder repairs, which are performed at regular intervals. Periodic maintenance activities are typically scheduled over periods of several years and include resurfacing and bridge repairs. Other maintenance activities considered to be periodic include seasonal 31
maintenance, such flood repairs, emergency maintenance to reinstate roads after major failures, and the regular upkeep of safety features and road signs.
4.5 Mitigating Measure
4.5.1 Impacts Due to Project Location Impacts on Biologically Important Areas 134. Mitigating measures to minimize impacts on biologically important areas should include guidelines and restrictions for construction workers with respect to collection of wildlife and encroachment into the forest. Impacts on Agriculture
135. The following measures should be adopted during construction to minimize the impacts of construction on agricultural crops particularly in sections southwards of Km26+000 and in the rice fields of Railaco and Gleno:
• For seasonal crops, timing of construction or temporary occupation of agricultural land after harvest; • Stockpiles and equipment yard should be located in flat areas away from productive agricultural lands; • Extent of construction area should be clearly marked on the ground to guide equipment operators and workers; • For construction works that will directly affect farmlands, a prior agreement with landowner should be secured by the contractor; • For earth moving works (e.g., slope trimming) in sloping areas, silt fences and brush dams should be installed to prevent damage to crops located downslope; • Damage to crops should be fairly compensated, contractor should immediately restore affected farmlands.
4.5.1 Mitigation of Impacts During Construction Impacts on Air Quality – Dust 136. To protect the residents, the Contractors shall observe and apply the following dust suppression methods in areas mentioned in Table 6:
. Spray water on exposed surfaces during dry periods. . Wet quarry loads or road fill loads being carried in open trucks. . Construction materials and spoils shall be covered when being transported. . Siting of stockpiles area and asphalt mix plant away from residential area. . Borrow sites and bare areas shall be rehabilitated as soon as possible. . In case of unpaved roads near settlements, speed limit shall be imposed on haulers and other vehicles of Contractors. Impacts on Community Noise 137. Noise associated with construction can be mitigated in a number of ways. The following table presents the measures to mitigate construction noise as well protect workers from occupational hazards of noise.
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Table 8 Noise Mitigation Measures
Means of Reducing Noise Specific examples Substitute process or equipment with one Use of new equipment, well maintained equipment, with lower noise levels e.g., new power generators; use of vibratory or hydraulic pile driver Eliminate or minimize noise at source Install mufflers; retrofit old equipment; operate equipment according to manufacturer’s specifications; damp noisy or vibrating parts, equipment; maintain equipment properly Increase distance between source and Doubling distance from source reduces noise by as receptor much as 6dB, depending on site condition, e.g., soft or hard ground Timing of Activities Construction/operations of heavy equipment should be limited to daylight hours. Isolate or enclose process or operator Use noise enclosures, noise barriers; minimize leaks in barriers; use of equipment with operator enclosures/cab; Noise enclosures should have density of 10kg/m2. Change work practices Limit time of use of noisy equipment; rotate use among workers; provide breaks from noisy work place; turn off equipment when not in use; For public protection, avoid operating at night. Promote occupational health and safety in Hold OHS briefing regularly and provide PPEs; work places
138. Equipment that will be deployed to the project shall be inspected to ensure that these are fitted with noise mufflers and are properly maintained. Equipment shall be tested for noise prior to deployment.
Impacts on Geology - Erosion and Sedimentation
. Reduce the time surfaces remain bare. . Keep vegetation clearing to a minimum. . Minimize disturbance on steep slopes. . Keep vehicles on defined tracks. . Construct necessary temporary/permanent control structures. . Strictly enforce disposal of surplus material at designated, environmentally safe disposal/fill sites. . Re-vegetate bare slopes after construction by applying bioengineering solutions where appropriate. . Rehabilitation of landslide sites and areas with obvious erosion problems to prevent further damage and repair existing ones. An example of the planned slope stabilization for landslide prone area is shown in the following figure. This is the planned stabilization for Km30+300 using Gabions.
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Figure 13 Slope stabilization for landslide prone area (Km30+300)
Impacts on Water Resources 139. To prevent damage to community water supply facilities Contractor should identify and map out pipelines along the road that will be worked on. If needed the pipelines should be moved prior to construction work.
140. If construction will require to secure water from community sources, a prior agreement by the community should be secured.
141. Further, to prevent siltation and contamination of surface water bodies, there should be no slope tipping of spoils, no stockpiling of construction materials, fuel, lubricant in active river floodplains and no disposal of wastes in rivers.
Public and Occupational Health and Safety 142. General Health and Safety Awareness for construction workers will include:
. Introduction to health and safety issues on construction sites including main areas of risk to workers and others . Education on basic hygiene practices to minimize spread of typical tropical diseases . HIV/AIDS and STD awareness, including information on methods of transmission and protection measures . Prohibition of illegal drugs and alcohol on construction sites . Access to construction camps will be controlled and access restrictions for non- construction personnel will be applied. . Housecleaning and waste management requirements . Use of Personal Protection Equipment (PPE) and processes for obtaining relevant PPE . Penalties for violation of rules and regulations
Socio-Cultural Impacts
143. To maximize the community’s benefits during the construction stage and in order to secure their support of the project, the following measures are recommended.
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. As part of the continuing community consultation and public disclosure, advise the local community of project plans in advance of construction, and involve them in planning, as necessary. . Avoid or minimize disturbances near living areas when possible. . Control run-off and manage sediments near garden and plantation areas. . Give priority for the hiring of people from the host communities and provide training to those without skills on road construction . Include women and other community groups in project activities, particularly environmental monitoring. Conduct orientation and training on the EMP so the local community can become effective partners in EMP implementation and monitoring . Damage caused by Contractor on private properties, community facilities shall be immediately repaired and compensated by the Contractor if needed.
144. Temporary employment. To enhance the temporary employment benefits by the host communities of this sub-project, the sucos traversed by the sub-project shall be given priority for hiring. Screening and hiring of local workers from the host sucos shall be done through the District administrators and suco chiefs. Hiring from other sucos shall be done if skills required are not present in the host community.
145. HIV/AIDS
. Introduction to health and safety issues on construction sites including main areas of risk to workers and others . Education on basic hygiene practices to minimize spread of typical tropical diseases . HIV/AIDS and STD awareness, including information on methods of transmission and protection measures . Prohibition of drugs . Prohibition of alcohol on construction sites . Access to construction camps will be controlled and access restrictions for non- construction personnel will be applied. . Housecleaning and waste management requirements . Use of Personal Protection Equipment (PPE) and processes for obtaining relevant PPE . Sanctions for violation of rules and regulations
146. Trafficking
. Ensure inclusion of clauses requiring compliance with the labor code and no use of trafficked or child labor; . Ensuring most marginalized (and at risk from trafficking) are part of Project construction workforce; . Providing direct employment opportunities during project construction; Implementation of CEC including providing range of vocational skills.
Cultural Heritage
147. While discovery of new culturally significant sites is nil since works will be confined within the existing road, the following guidelines are provided for the guidance of the contractor in the event that unreported cultural heritage site is indeed discovered during the implementation of the sub-project. The recommended steps to minimize adverse impacts and avoid conflicts with local communities are as follows: 35
. Upon the discovery of a ceremonial site or burial ground, the Contractor shall notify the PMU or the implementation support consulting engineer and shall take steps to protect the site; . The Contractor, together with PMU or implementation support consulting engineer shall then discuss and negotiate a suitable arrangement with the communities. The objective shall be to minimize the impacts and preferably move the ceremonial site/burial ground to a mutually agreed safe location. The relevant Provincial and/or National authorities will be notified prior to starting the works. . If no agreement can be reached, the relevant Provincial and/or National authorities with jurisdiction on the matter shall be consulted, and the ADB shall be notified. A joint team of the Authorities, PMU or implementation support consulting engineer, and the Contractor shall hold dialogue with the communities to resolve the issue. It is only after a satisfactory agreement has been formally reached that the Contractor shall resume activities at the concerned site. Solid waste Management 148. Contractor shall implement a solid waste management plan. Wastes shall be disposed of in the Tibar waste disposal facility.
Post Construction Impacts . Clear roadsides of piles of construction materials, construction wastes, equipment, etc. . Contain all waste and dispose in approved sites. . During site cleanup, remediate oil stained soils. . Dispose all non-biodegrable solid waste in an approved disposal area (Tibar disposal facility). . Remove all disabled machinery from the project area. . Compost all organic wastes. . Rehabilitate borrow sites, stockpiles area.
Contingency Preparedness
149. A contingency plan should be prepared and implemented by the Contractor as part of the site management. The environment, health and safety officer should be designated and shall be incharge of the implementation of contingency plan. The contingency plan should cover: Personnel Emergency; Facility/construction site contingency; and Natural disasters. Personnel emergency includes accidents and injuries involving the construction workers. The personnel contingency plan shall include the designation on site of an emergency first responder, provision on each of the construction sites of a first aid station and medical evacuation plan.
150. Facilities / construction site contingency includes fire, structural failures, explosions, major environmental accidents such as massive spills of hazardous materials, etc. The contingency plan for facilities emergency should include prevention measures, orientation and awareness of workers, emergency response plan, contact details of emergency responders, e.g., police, fire station, search and rescue, medical evacuation, program for emergency drills.
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151. Preparedness for natural disasters is another part of the contingency plan. Flooding is one of the major natural disasters that occur in certain sections of A04-01 and a plan should be crafted and implemented to protect lives, properties and equipment during flooding events.
4.5.2 Mitigation of Impacts During Operations and Maintenance Public Safety 152. Along sections of roads where there is pedestrian traffic within and between settlements, or between settlements and gardens, footpaths and let down points for public transport vehicles and other roads, road safety features will be included as an essential requirement in the design for road upgrading projects.
153. Community requirements for road safety measures should be discussed with the affected communities during the initial awareness program, and their inputs should be integrated into the design phase. Issues which need to be incorporated into the detailed design for specific projects in more closely settled areas include:
. Measures to slow traffic; e.g., install speed bump at selected places (e.g., settlements, schools, markets, etc.) . Off-road let down stops for public transport. . Dust suppression sealing. . Improvements in road signage and pavement markings. . Attention to road accident blind spots. Noise Control 154. Noise originating from roads cannot be considered a major concern, as traffic volumes are generally low. However, at certain locations it is unavoidable that residents living very near the road will be affected by the traffic noise.
5. PUBLIC CONSULTATIONS AND INFORMATION DISCLOSURE
155. Public consultation is a continuing process for the duration of the sub-project implementation. This is to ensure transparency and to ensure that public concerns that might arise in the course of the rehabilitation works for A04-01are adequately addressed.
156. The first public consultations done during the early part of the project is the consultation held at the ADB-World Bank Conference Room on April 30, 2009. Over 40 participants from various departments of the Government of Timor-Leste, international and national NGO members, officers from international development agencies and some District Administrators attended the workshop. The participants were actively involved in discussions related to poverty reduction, the Project’s goals and environmental issues.
157. In addition, the following government agencies have been consulted:
. Ministry of Economy and Development, Directorate of Environmental Services (DoE), to obtain information on the Institutional Laws and Guidelines applied in road rehabilitation and improvement projects. . Ministry of Agriculture, Fisheries and Forestry (MAFF), Division of Forestry, Directorate for Protected Areas and National Parks, to obtain information on 37
environmental Protected Areas and other sensitive environmental resources, including ALGIS, the government’s GIS data center. . Ministry of Transport, Communication and Public Works, Division of Road, Bridges and Flood Control, to discuss the capabilities of that agency to manage the environmental requirements of the Project. . Ministry of Finances (MoF), Assets and Property Advisor. . UNDP Poverty Reduction and Environment Unit, Sustainable Land Management (SLM) Project and Climate Change Unit.
158. Continuing consultation with local communities was pursued during the preparation of this IEE. As part of the institutional consultation, the offices of the NGO Haburas Foundation and the Directorate of Environment were visited. The meeting with Haburas Foundation was with the executive director, Mr. Demetrio Caravalho. Mr. Caravalho gave an overview of the biodiversity conservation program of the country and mentioned that areas
159. Two public consultations were done during the conduct of this IEE, a formal consultation and an informal interview of individuals. The outcome of these consultations is described in the following sections.
5.1 Formal Public Consultation 160. A formal public consultation was held in Gleno, Ermera on 29 June 2011. The consultation was organized with the assistance of the District Administrator’s office of Ermera. The District of Ermera extended assistance by way of providing the venue, sound system and LCD projector. The office also facilitated the distribution of the invitations to the suco chiefs.
161. The participants to the meeting included suco chiefs of 22 sucos of Ermera, representative from the District police and representatives from Water and Sanitation, the NGO Lao Hamutuk. A total of 34 participants attended the consultation.
162. The consultation commenced at 10.00 am with a welcome address by the District Administrator, Mr. Victor dos Santos. This was immediately followed by the presentation of the project by the National environmental specialist Mr. Juviano Aparicio. The PowerPoint presentation is enclosed as Attachment 5. The consultation was used as a venue to introduce the project as well as collect information and suggestions from participants. The public consultation was facilitated by Mr. Carlos de Deus, the social and resettlement assistant.
163. Appropriately, the meeting was also used as an opportunity by the local police to encourage the suco chiefs present to file their application for drivers’ license. Indeed, one of the ways to ensure road safety.
164. In his address, the District Administrator encouraged those who attended to participate in the process. At the same he also lamented that Ermera is getting less development projects than the other districts despite the fact that it is the producer of the country’s leading export commodity.
165. The participants expressed optimism about the project and gave their support. Among the benefits anticipated by the participants include employment during construction. They stressed the point that construction workers should all be recruited from the host communities
166. Among the issues raised during the consultation are:
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. When will the implementation of road rehabilitation project starts? . Will the quality of the road better than previous construction? . Will the community get some compensation for their land and properties Due to the road widening? 167. The participants were informed that the project has just started the feasibility study and preliminary design. They will be duly informed during succeeding consultation on the project’s implementation schedule. 168. The issue of the quality of the road after rehabilitation was also the topic of discussions. Apparently, previous repair works did not last long making the local residents wary of the durability of future repairs. They were reassured that the repair and rehabilitation are being planned properly.
169. The other concern that was voiced out by several participants is compensation for land and properties that will be affected by the widening. It was pointed out that the road repair will be confined within the existing right of way to avoid land acquisition. Again, they were informed that the project is in the feasibility stage and requirements for widening will only be known after the detailed design is completed.
Plate 2 Public consultation photographs (Top left shows the venue, top right shows the District Administrator of Ermera opening the consultation, bottom photos shows participants interacting during the consultation)
170. Suggestions from the participants were also solicited and the following are the key suggestions:
. To minimize conflict during to the Road project Implementation, it is best that the Contractor recruits worker from the local community itself not from other district. . For efficiency of project implementation, it is suggested that construction be done during the dry season and avoid the rainy season. . The representative from the district water and sanitation cautioned the presence of water supply line along the road, and that construction should avoid damaging these pipelines. 39
. We are also suggest the government to choose the best company to handle this road project, because it will be just a waste of money if the road that will be repair can only last for 2-3 years. . The participants also stressed that if the government wants all the farmers to benefit from this project, it should also consider repairing some rural road because there a lot of farmers who live far from the main road.
5.2 Informal Survey 171. Informal public consultation was conducted on 26-28 May 2011. The consultation covered the Sucos of Lihu Railaco, Toko Luli, Ainapa and Talimoro, Riheu, Fatukeru and Lau Ala in the Sub district of Gleno, Ermera district. This consultation has been conducted along the sub-project road among people who live along the roadside. The survey was directed towards securing village level information on waste management, natural hazards, water supply and presence of cultural sites in the area.
172. It was gathered from the respondents that there is no solid waste management plan in their community. Water source according to respondent is from the community water system, from neighbors’ water source or from river during the summer season.
173. The hazards recognized in their community are flooding, erosion and landslides.
174. It was also gathered from the respondents that they are not aware of any cultural sites in their community.
5.3 Public Disclosure
175. As part of the public disclosure process, ADB, during project implementation, will post on its website the Final IEE and the Environmental Monitoring Reports submitted by implementing / Executing Agencies upon receipt. This is to allow the affected people, the other stakeholders, and the general public to provide meaningful inputs into the project design and implementation.
6. GRIEVANCE REDRESS MECHANISM
176. The Tibar-Gleno Road traverses populated areas. While an EMP has been prepared, it is possible that inadequate implementation of the EMP could occur. Such situations might result to disturbance and nuisance to the people residing along the road or people using the road during the rehabilitation works. To provide the affected people a direct access to the project authorities to lodge their complaints and have their grievances redressed within the appropriate time, the project shall set up a grievance redress mechanism that will be implemented throughout the rehabilitation period.
177. A complaint registry shall be set up in the field office of the contractor and people shall be informed of its presence. The registry shall accept complaints on environmental safeguards issues during the rehabilitation works. The complaints received shall be listed in the registry with the name of the complainant and the date of receipt. The Environment Specialist of the PISC shall review the nature of the complaint and ascertain that it is environment related. The PISC shall then direct the Contractor for the necessary action. In case no satisfactory action has been taken by the Contractor, the complainant can report to the PMU. For this purpose, the PMU shall assign a complaint desk in its office to receive such complaints. The PMU shall coordinate with the PISC to address the complaint.
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178. The complaints received and the corresponding actions taken will form part of the environmental monitoring report submitted to ADB.
7. ENVIRONMENTAL MANAGEMENT PLAN (EMP) 7.1 Environmental Impact Mitigation and Monitoring
7.1.1 Environmental Mitigation
179. The environmental management plan presents the mitigation measures, the monitoring plan, and institutional arrangements for implementation of the rehabilitation of the Tibar-Gleno. The particular sections of the EMP shall be appended to the Tender Documents for the Contractor’s compliance.
180. Most of the mitigation measures are fairly standard methods of minimizing disturbance, minimizing threats to the safety to population and enhancing the socio-economic benefits during construction to communities along the sub-project road alignment. Summary of mitigation measures is given in Table 9. 181. Monitoring of the mitigation measures will entail site inspections, interview of roadside residents as well as checking of reports, plans, records and other aspects. During the construction, the dust and noise must not cause nuisance or disturbance to the communities along the road sections being worked on. Exceedance as observed by the PISC environmental specialist or complained by affected people shall be addressed immediately. The PISC environment specialist shall inform the PISC Construction Supervisor of the exceedance who in turn shall be responsible for instructing the Contractor to take corrective action. 182. Incidents of exceedance and corresponding corrective measures taken shall be reported by the Contractor and shall be included in the regular reporting to MoI and ADB. 183. In addition, ADB can conduct environmental safeguard review missions at any time, even during pre-construction and construction. On those missions, ADB monitors the progress towards implementing the EMP. 7.1.2 Environmental Monitoring
184. The environmental monitoring for the pre-construction and construction stages of the project is presented in the following sections with the detailed monitoring plan in Table 10. Pre – Construction • Ocular baseline survey • Review of Contractor’s guidelines / IEC for Workers, for protection of sensitive ecological systems, health and safety, waste management • Review of Construction Plan, particularly for sites of stockpile, staging area, construction camp; environmental provisions for construction camp • Site inspection of quarry site and asphalt mix plant if Contractor will operate its own; inspection of government permits to operate the facilities (including environmental permit Construction Stage - Regular Monitoring
185. Visual monitoring using the monitoring checklist prepared by MoI in the 2009 IEE (Attachment 3) shall be implemented as part of regular monitoring. In addition to the road works, quarry sites, asphalt hot mix plant, spoils stockpile area, waste disposal area shall also 41
be subject to visual inspection by the PMU, PISC and DoE. The monitoring shall be conducted as follows: • Air quality – Dust and Noise 186. Site inspection shall be done at least once a week by the PISC environment specialist using the checklist (Attachment 4). In addition, residents living along the road should be interviewed for any complaints regarding noise and dust nuisance due to the project. • Water Quality 187. Water bodies subject to monitoring are rivers along the route such as the Rihiu River, Angguo / Boera River and Gleno. Although these rivers are observed to be usually turbid, the road rehabilitation should not contribute to its siltation nor contaminate it with fuel and lubricants. Monitoring shall include inspection of water for sign of siltation from construction related sources such as location of stockpiles, equipment yard, fuel depot and other activities near water bodies. • Social-cultural Impacts 188. The socio-cultural impacts monitoring shall cover impacts on community benefits, temporary employment benefits, HIV/AIDS and general health and safety, trafficking, public safety, heritage and cultural impacts.
189. Details of the monitoring plan are presented in Table 10.
Table 9 Environmental Mitigation Plan
Potential Environmental Responsible for Monitoring of Proposed Mitigation Measures Impacts Mitigation Mitigation Pre-Construction – Impacts due to location and design Encroachment into the Specific prohibitions on collection by Implementation by PISC to monitor the forest by workers to collect construction workers of wildlife and Contractor; Prohibition content of firewood firewood in the forest should be to be included in IEC Contractor’s IEC imposed on the construction workers for workers and shall be disseminated during induction of workers
Adverse impacts on • For seasonal crops, timing of Implementation by PMU through the agriculture and loss of construction or temporary Contractor PISC some crops occupation of agricultural land after harvest; Compensation of crop • Stockpiles and equipment yard loss due to widening should be located in flat areas by GDRTL away from productive agricultural lands; • Extent of construction area should be clearly marked on the ground to guide equipment operators and workers; • For construction works that will directly affect farmlands, a prior agreement with landowner should be secured by the contractor; • For earth moving works (e.g.,
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Potential Environmental Responsible for Monitoring of Proposed Mitigation Measures Impacts Mitigation Mitigation slope trimming) in sloping areas, silt fences and brush dams should be installed to prevent damage to crops located downslope; • Damage to crops and loss of crops should be fairly compensated, contractor should immediately restore affected farmlands. Construction Stage Nuisance due to fugitive Contractors shall observe and apply Implementation by the Ocular inspection of dust in populated areas the listed dust suppression methods in Contractor PISC of work sites sections with human populations such and interview of as Km14+000 to Km18+000; roadside residents as Km20+000 to Km 20+500; Km21+140 part of environmental Km22+44 to Km23+095; Km26+154 monitoring; Review of to Km26+345; Km27+680 to Complaints registry Km28+000; Km31+400 to Km31+750; Km33+500 to Km36+320; Km 42+650; and Km45+425 to end . Spray water on exposed surfaces during dry periods . Wet quarry loads or road fill loads being carried in open trucks . Construction materials and spoils shall be covered when being transported. . Siting of stockpiles area and asphalt mix plant away from residential area. . Borrow sites and bare areas shall be rehabilitated as soon as possible . In case of unpaved roads near settlements, speed limit shall be imposed on haulers and other vehicles of Contractors. Increased Noise due to Mitigations have to be implemented in Implementation by Monitoring by PISC operations of construction the sections of the road mentioned Contractor; through site equipment above: inspection of the road sections identified to Mitigation measures include have human • Use of newer more quiet communities; equipment Interview of road side • Installation of mufflers in residents; equipment and regular Review of the maintenance of equipment; Complaints Registry • Time the operation of noisy equipment only during daylight hours; • Enclose noise sources or place 43
Potential Environmental Responsible for Monitoring of Proposed Mitigation Measures Impacts Mitigation Mitigation noise source (e.g. air compressor) far from the houses; • Protect workers from high noise by rotating the use of equipment among workers and use of PPE Impacts on Geologic Areas susceptible are the following For implementation by Review of processes – increased road sections where slope trimming the Contractor Construction Plan by rates of erosion & will be carried out” PISC and ocular sedimentation . Reduce the time surfaces remain inspection of work bare. sites . Keep vegetation clearing to a minimum. . Avoid disturbance on steep slopes. . Construct necessary temporary/permanent control structures. . Re-vegetate slopes after construction is completed by applying bioengineering solutions where appropriate. . Rehabilitation of landslide sites and areas with obvious erosion problems as shown above to prevent further damage and repair existing ones; . Complete work during dry season Impacts on surface water There should be no disposal of Implementation by Review by PISC of bodies – pollution due to construction wastes, no stockpiling of Contractor construction plan construction associated construction materials, fuel, lubricants submitted by activities- and construction camp should not be Contractor by PISC locatedin active river floodplains, i.e., Rihiu R, Angguo / Boera R and Gleno River. . Impacts due to disposal of Contractor shall implement a solid For implementation by PISC to review waste solid wastes waste management plan. Wastes Contractor. management plan shall be disposed of in the Tibar waste Contractor to submit disposal facility. waste management plan as part of the Construction Plan Impacts on socio-cultural To maximize the community’s benefits For implementation by PISC to conduct and economics the following measures are Contractor visual monitoring of recommended. work sites and . As part of the continuing conduct interviews of community consultation and road side residents; public disclosure, advise the local Contractor to include community of project plans in in regular reporting to advance of construction, and PISC/PMU the involve them in planning, as distribution of necessary. workers according to . Avoid or minimize disturbances domicile.
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Potential Environmental Responsible for Monitoring of Proposed Mitigation Measures Impacts Mitigation Mitigation near living areas when possible. . Control run-off and manage sediments near garden and plantation areas. . Give priority for the hiring of people from the host communities and provide training to those without skills on road construction . Include women and other community groups in project activities, particularly environmental monitoring. Conduct orientation and training on the EMP so the local community can become effective partners in EMP implementation and monitoring . Damage caused by Contractor on private properties, community facitlies shall be immediately repaired and compensated by the Contractor if needed. For this sub-project, the priority For Implementation by Monitoring of hired communities shall be the sucos Contractor; workers,by PISC. traversed by the sub-project. Contractor to submit Screening and hiring of local workers as part of regular Temporary employment from the host sucos shall be done reporting, the opportunities for members through the District administrators distribution of of host communities and suco chiefs. Hiring from other workers by place of sucos shall be done if skills required domicile are not present in the host community. HIV/AIDS Risks and Health . Introduction to health and safety IEC for workers to be PISC to review IEC and Safety in General issues on construction sites prepared and materials for workers including main areas of risk to implemented by submitted by workers and others Contractor. Written Contractor. . Education on basic hygiene notices shall be practices to minimize spread of posted and verbal typical tropical diseases reminders during . HIV/AIDS and STD awareness, induction of workers. including information on methods of transmission and protection measures . Prohibition of drugs . Prohibition of alcohol on construction sites . Access to construction camps will be controlled and access restrictions for non-construction personnel will be applied. . Housecleaning and waste management requirements 45
Potential Environmental Responsible for Monitoring of Proposed Mitigation Measures Impacts Mitigation Mitigation . Use of Personal Protection Equipment (PPE) and processes for obtaining relevant PPE . Sanctions for violation of rules and regulations Trafficking Ensuring inclusion of clauses For implementation by Contractor to include requiring compliance with the labor Contractor. in regular reporting code and no use of trafficked or child any skills training and labor; recruitment of Ensuring most marginalized (and at workers conducted. risk from trafficking) are part of Also, report the project construction workforce; distribution of Providing direct employment workers according to opportunities during project domicile. Report to construction; Implementation of CEC be reviewed by PISC. including providing range of vocational skills Traffic Safety The PMU will ensure that all safety Implementation by PISC to review related aspects of the operations, as Contractor construction plan and integrated into the project design, will conduct ocular be carried out. Suggested measures inspections to ensure traffic safety are: . Install lights and cautionary signs in hazardous areas. . Establish footpaths and pull-off bays along roads; through villages; and near markets, schools, and other community facilities. . Include safety instructions for the construction activities in the contract documents. . Ensure sufficient visibility along the road section according to standard specifications. Impacts on Cultural Procedures to be followed in case of For implementation by PISC to review report Heritage discovery of artifacts are: Contractor; Contractor (i) Cease operations and inform shall instruct Foremen PISC / supervisors of this (ii) Contractor and PMU negotiate protocol; with community Contractor to report to (iii) If no agreement, PMU consults PISC discovery / Provincial or National authorities, encounter of artifacts / notify ADB. Joint team of cultural & heritage authorities to negotiate with sites. community; Work resumes only if there is satisfactory agreement Post construction Impacts . Clear roadsides of piles of To be implemented by PISC to conduct Mitigation construction materials, Contractor as each ocular inspection of construction wastes, equipment, road section is site. etc. completed. . Contain all waste and dispose in
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Potential Environmental Responsible for Monitoring of Proposed Mitigation Measures Impacts Mitigation Mitigation approved sites. . During site cleanup, remediate oil stained soils. . Dispose all non-biodegrable solid waste in an approved disposal area (Tibar disposal facility). . Remove all disabled machinery from the project area. . Compost all organic wastes . Rehabilitate borrow sites, stockpiles area. Operations Stages Public Safety Road safety features will be included To be addressed Monitoring by PMU / as an essential requirement in the during detailed design PISC design for road upgrading projects. . Measures to slow traffic; e.g., install speed bump at selected places (e.g., settlements, schools, markets, etc.) . Off-road let down stops for public transport. . Dust suppression sealing. . Improvements in road signage and pavement markings. . Attention to road accident blind spots Rehabilitation and Timely maintenance work. Maintenance - environmentally beneficial and makes road safe for travel
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Table 10 Environmental Monitoring Plan
Completion Work Stage Mitigation Measure Monitoring Required Location Frequency Date Required Responsibility Date Pre Construction 1. Specific prohibitions on the Review of the guidelines / Contractor’s Once prior to Prior to PISC construction workers IEC issued to workers; field office and construction; construction particularly against Assess awareness of construction Continuous Part of weekly EHSO/PISC encroachment of ecologically laborers regarding camp monitoring of monitoring sensitive areas and collection guidelines / rules compliance of wildlife (plants and animals) and firewood. 2. Inspection of proposed quarry, Ocular inspection; Proposed sites Once prior to Prior to start of PISC PMU and borrow, disposal site, asphalt Issuance of government approval of work Contractor plant site permits sites by PMU 3. Protection of water bodies from Ocular inspection of work Site Once at the After camp, PISC/PMU/ pollution sites, camp site, quarry site, start and quarry, borrow Contractor asphalt mix plant regular pits, asphalt plant monitoring has been set up during operations 4. Establish baseline Visual inspection using Part of sample Once prior to After selection of PISC/PMU/ environmental condition checklist road where start of works sites settlements are located; Quarry site, borrow pit, asphalt mix plant site, Construction Stage 5. Dust suppression and Visual monitoring of sites Active work At least once PISC/PMU management of spoils and bare and inspection of records of sites where a week areas dust suppression activities there are human communities 6. Management of noise impact Site inspection and Same sites as At least once PISC/PMU interview of residents for air quality a week /EHSO complaints on project monitoring sites related nuisance 7. Management of slope Ocular inspection of work Slope At least During EHSO / PISC
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Completion Work Stage Mitigation Measure Monitoring Required Location Frequency Date Required Responsibility Date stabilization works to minimize sites and monitoring with stabilization weekly construction /PMU erosion the use of a checklist work sites works 8. Protection of water bodies from Ocular inspection of work All water bodies At least During EHSO / PISC pollution sites and monitoring with where work is in weekly construction /PMU the use of a checklist progress works
9. Maximize benefits to Monitoring of compliance Work sites / Quarterly During PISC / ESHO beneficiary communities with guidelines, contractor’s construction employment of locals, etc. office works 10. General Occupational Health Monitoring of Contractor’s At least During PISC / EHSO / and safety including HIV/AIDS implementation of field office, weekly as construction work PMU awareness awareness program; construction part of the Laborers’ compliance with camp ocular health and safety guidelines inspection Inspection of upkeep of camp and work area, etc. 11. Prevention of trafficking Review of the Contractor’s Contractor’s Once before During PISC / EHSO / policy towards hiring of field office start of construction PMU trafficked individuals and construction other guidelines and during construction period 12. Protection of cultural heritage Assess awareness of Contractor’s At least once, During PISC / EHSO / workers on the guidelines in field office i.e., during construction PMU case of accidental find induction of new laborers 13. Protection of workers from Assess awareness of Contractor’s Once after During EHSO / PMU / wildlife hazards through workers on guidelines field office induction of construction PISC awareness regarding avoidance of new workers wildlife hazard Operations Stage 14. Traffic Safety – Road safety Inclusion of the safety PISC’s office Once after Prior to approval Detailed design features to be included in the features in the detailed completion of of the design consultant / rehabilitation design detailed PMU design
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7.1.3 Reporting Arrangement
Baseline Monitoring Report 190. The Baseline Monitoring Report will be submitted to MOI and ADB prior to the commencement of civil work MOI would forward a copy of this report to the National Directorate of Environmental Services. Environmental Monitoring Reports 191. The quarterly environmental monitoring reports will include the: (i) environmental mitigation measures; (ii) environmental monitoring activities; (iii) details of monitoring data collection; (iv) analysis of monitoring results; (v) recommended mitigation measures; (vi) environmental, health and safety trainings conducted within that timeframe; and (vii) violations of environmental regulatory mechanism. The environmental monitoring reports will be submitted quarterly to the Ministry of Infrastructure and every six month to ADB throughout the construction stage and annually after completion of construction. MOI would forward a copy of this report to the National Directorate of Environmental Services. Environmental Monitoring Report on Completion of the Project 192. Within one calendar year from the date of completion of the construction activity; the PMU will submit a ‘Project Completion Environmental Monitoring Report’ to the ADB, summarizing overall environmental impacts on the physical, ecological and socio-economic environment due to the new construction. At this stage, compliance with the recommendations of the EMP will be subject to review missions by the ADB, aside from the safeguard review missions that ADB conducts during the pre-construction to the construction period. 7.1.4 Responsibilities and Authorities for Implementation of Mitigation Measures and Monitoring Requirements
193. The agencies and organizations with authority and responsibilities for the implementation of mitigation measures and monitoring are summarized in the following table: Table 11. The agencies and their respective responsibilities in the implementation of the EMP
Organization Responsibilities Ministry of Infrastructure • Implementing agency (PMU) • Overall planning, management and monitoring of the environmental management • Ensure that tender documents and civil works contracts include the project EMP (specific conditions) and specify requirement for preparation and implementation of construction EMP • Ensure that environmental protection and mitigation measures proposed in the project MEP are incorporated into the detailed design and that the project is implemented following GoTLS’s environmental regulations and compliant with ADB’s environmental and social safeguards policies. • Ensure that all environmental protection and mitigation measures are carried in accordance with policies, regulations on environment and other relevant laws. • Supervise the monitoring activities • Responsible for reporting to the MoED and ADB (semi-annual basis) • Based on the results of the EMP monitoring, identify environmental corrective actions and prepare a corrective action plan, as necessary for submission to ADB
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Organization Responsibilities Project Implementation • Assist MoI/PMU in preparing tender documents and ensure that the EMP Support Consultant provisions are included in the tender documents and civil works contracts; (PISC) • Provide international environment specialists to undertake regular project monitoring and reporting based on EMP provisions • Assist MoI in monitoring the implementation of mitigation measures and the environmental performance of contractors based on the EMP • Incorporate in the environmental monitoring reports the results of environmental monitoring and undertake data analysis • Assist MoI/PMU in environmental monitoring and in preparing monitoring reports for submission to ADB on a semi-annual basis • Implement the capacity building/training program on environmental management contained in the IEE/EMP General Contractor Main responsibilities include • construction works and implementation of the construction EMP • Designate on site an Environment and Health and Safety Officer who will oversee the implementation of the construction mitigation measures • Ensure proper implementation of the mitigation measures • Submit monthly reports to MoI regarding the status Stakeholders- • Monitor and assess the implementation of the mitigation measures and communities along the monitoring as proposed in the EMP sub-project alignment • Participate in public consultation so they can give their opinions regarding and others the implementation of the EMP Sucos along the road have been invited into public consultations represented by the suco chief, NGOs like the Lao Hamutuk and Haburas have participated in the earlier consultation. These stakeholders are expected to participate in future consultations during project implementation. Directorate of GoTL’s government agency tasked with the implementation and enforcement Environment/ MoED of environmental regulations and policies. Responsible for screening and issuing environmental permits to projects as well as monitoring compliance with environmental regulations. ADB • Reviewing the IEE • Disclosing reports over ADBs website (Responsibility of ADB Project Leader) • Reviewing environmental clearances granted by GoTL • Reviewing quarterly reports & taking necessary actions • Monitoring EMP implementation and due diligence 194. The Ministry of Infrastructure (MoI) is the official Executing Agency (EA) for this project and will be responsible for the implementation and compliance with the EMP including the monitoring plan. The Directorate of Roads, Bridges, and Flood Control (DRBFC) will provide counterpart staff to participate in the Project Implementation, particularly the development and implementation of road maintenance program. The PMU will provide day-to-day project management of the Project, and on-the-job training to counterpart MoI staff on implementing road projects and road maintenance program. 195. Project Implementation Support Consultants (PISC) will be engaged to assist the PMU in subproject appraisal, detailed design, national contractor training, construction supervision, and performance monitoring.
196. The PMU’s capability for social and environmental management will be enhanced with the engagement of national social and environmental specialists. These two national specialists will work closely with the international specialists they will closely liaise with the Engineers cum Environmental Officers (EEOs; Regional Engineer and District Supervisors) of MoI and the 51
Environmental Impact Assessment (EIA) Unit and other relevant officers at the Directorate of Environmental Services (DoE). Construction contractors should also be required to retain environmental specialists to oversee compliance with their respective parts of the EMP and to serve as direct liaison to the international environmental specialist. The requirements to obtain the needed personnel and to comply with the EMP will be made part of the bidding documents.
7.1.5 Environmental Monitoring Data Management and Analysis
197. The environmental monitoring data will be stored and analyzed using a spreadsheet software like the Excel. This spreadsheet database can later be uploaded into a GIS based database to integrate the spatial and tabular databases for analysis and interpretation. 198. The basic analysis and interpretation of the monitoring data consists of the following steps:
• Assess the contractor’s compliance with the environmental management plan. • Assess the environmental monitoring data by comparing with the environmental baseline and the appropriate standards. • Determine if there is exceedance or complaints. If there is, review if corrective action has been taken. Determine the need for follow-up testing / monitoring. • Present the monitoring data to the stakeholders during public consultations. 7.2 Capacity Building
199. Government of Timor-Leste is in its incipient stage of establishing its environmental regulations, standards and guidelines and at this stage it has legislated the law enforcing environmental permitting. The law sets the requirements and procedures for screening, scoping, conduct of EIA & IEE, review, issuance and monitoring. Having been legislated only in 2011, the DOE has had limited experience in enforcing it. The sub-projects under the RNSDP- TIM 0180 offer opportunities for the DoE gain experience in implementing Decree-Law No 5 provisions. The same holds true to validate and fine tune their environmental screening and permitting procedures and for project owners and developers to gain experience and better appreciation and understanding of the environmental impact assessment processes.
200. With respect to the implementing agency, the Ministry of Infrastructures, it is in the process of integrating social and environmental safeguards specialists within the organizational set up of the PMU. Since DoE and the PMU has limited environmental impact management capacity, designated staff members will be trained in environmental management and monitoring of this road project. Initially, an orientation on the EMP shall be conducted. The orientation shall be conducted by the PISC’s international environmental specialist and shall cover, among others, the following topics:
a. The basis for environmental management • The GoTL environmental regulation • ADB Environmental safeguards policies b. The EMP • Mitigation Measure • Monitoring Plan c. Collection of monitoring data d. Analysis and archiving
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201. On the-job training and ‘buddy’ missions shall be carried out to train PMU and DoE staff members in environmental management, establish routine environmental monitoring protocols, and undertake periodic environmental monitoring and audit of construction works during implementation. 202. It is expected that PMU and DoE staff shall gain sufficient experience in monitoring the EMP implementation and assessing compliance. 7.3 Estimated Cost of Environmental Monitoring
203. The major expense in the implementation of the EMP (including environmental monitoring, public consultation and capability building) is remuneration of the PISC’s international and national environmental specialists. The estimated cost for the EMP implementation of the A04-01 of the RNSD Project, Grant No. 0180-TIM is presented in the following table. Table 12 Estimated cost of implementing the EMP
Unit No of Unit Cost/Unit US$ Total a. Remuneration International Environment Sp Man-month 5 12,000.00 60,000.00 National Environment Sp. Man-month 10 3,500.00 35,000.00 b. Travel Perdiem International Man-month 5 3,600.00 18,000.00 Air Fare International RT 5 2,000.00 10,000.00 Domestic Travel Days 40 150.00 6,000.00 Total 129,000.00
8. CONCLUSIONS AND RECOMMENDATIONS
204. Assessment of the existing conditions revealed that the road A04-01 traverses a route which is predominated by agricultural uses, particularly coffee. The relatively high number of residences along the route was noted during the site survey, especially near the town centers of Tibar, Railaco and Gleno where larger communities are found. The sloping terrain over most of the route will be a challenge to environmental management, particularly on preventing or minimizing damage to crops located downslope of the road. These impacts, however, can be effectively mitigated and no residual impacts have been identified. But damage to crops may not be totally avoided because of the need to widen certain sections of A04-01. Hence, compensation of farmers will have to be included as part of mitigation measures.
205. More importantly, the proposed repair, rehabilitation, placement of asphalt overlay, drainage repair and slope stabilization work shall remain within the existing road alignment precludes social impacts and long term adverse impacts on the natural environment. Also, there is no reason to believe that the sub-project will induce illegal logging and hunting which are subject to existing laws and regulations. Finally, the proposed works will be very temporary and of short duration and the predicted adverse impacts can be effectively mitigated.
206. The Category B classification of the Tibar-Gleno (A04-01) sub-project based on both ADB and GoTL guidelines is therefore confirmed and no additional or special studies are needed at this stage. 53
REFERENCES
Dewi Kirono, 2010. Climate change in Timor-Leste-a brief overview on future climate change projections. Prepared for Department of Climate Change and Energy Efficiency. National Research, Flagships, Climate Adoptation, CSIRO ESCAP, 2003. Geology and Mineral Resources of Timor-Leste, Atlas of Mineral Resources of the ESCAP Region, vol 17. Date accessed 01 April 2011 http://www.unescap.org/esd/publications/AMRS17.pdf FAO, 2009. National Fishery Sector Overview, Timor-Leste. Date accessed: 28 April 2011 http://www.fao.org/fishery/countrysector/FI-CP_TL/en Graham, C. and Powell, B. 2006. Situation analysis report – Timor-Leste, Australian Water Research Facility, International Water Centre. Date accessed, 04 April 2011 http://www.watercentre.org/resources/publications/reports/Costin%20-%20Powell%20-2006- _%20Timor%20Leste%20Situation%20Analysis_FIN.pdf IFC 2007. Noise Management, Environmental, Health, and Safety (EHS) Guidelines General EHS Guidelines: Environmental. Date accessed 04 April 2011 http://www.ifc.org/ifcext/enviro.nsf/AttachmentsByTitle/gui_EHSGuidelines2007_GeneralEHS_1 -7/$FILE/1-7+Noise.pdf Ministry of Infrastructure 2009. Volume II Part B, Feasibility Study Road Section A03-3/4. Preparing the Road Network Development Project – TA 7100, prepared by Cardno Acil in association with KWK Consulting Ministry of Infrastructure 2009. Volume III , Initial Environmental Examination Road Section A03-3/4. Preparing the Road Network Development Project – TA 7100, prepared by Cardno Acil in association with KWK Consulting Sahat Lumban Tobing, 1989. Geology of East Timor, A Thesis submitted for Master of Science in Philosophy, University of London. Date accessed 01 April 2011 http://searg.rhul.ac.uk/FTP/tobing/Tobing_Sahat_MPhil.pdf Soetardjo, Untung, M. Arnold, E.P. Soetadi, R. Sulaiman, I and Kertapatic E. E. 1985. Series on Seismology, Vol V, Indonesia. Southeast Asian Association of Seismology and Earthquake Engineering (SEASEE) Trainor C.R. Santana, F, Pinto, P. Xavier, A.F. Saffor, R. and Grimmet R.2008 Birds, birding and conservation in Timor-Leste COUNTRY SPECIAL: TIMOR-LESTE BirdingASIA 9 (2008): 16–45 UN Integrated Mission in Timor-Leste, 2008. Crocodile threat inTimor-Leste, Joint Mission Analysis Center. http://www.norway.or.id/NR/rdonlyres/DF8B6D1C4FCA4A4AAA43CDDC46A86909/101816/Tim orLeste_CrocodileAssessment17Sep08.pdf World Bank, 2009. Timor-Leste Country Environmental Assessment Sustainable Development Department East Asia and Pacific Region. Date accessed: 01 April 2011 http://www.laohamutuk.org/econ/SDP/WBEnvironmentTLJuly09.pdf WHO, 2005. WHO air quality guidelines for particulate matter, ozone, nitrogen dioxide, sulfur dioxie. Global Update. Date accessed, 03 April 2011 http://whqlibdoc.who.int/hq/2006/WHO_SDE_PHE_OEH_06.02_eng.pdf
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ATTACHMENT 1: RELEVANT ENVIRONMENTAL REGULATION OF GOTL
Legislation for Environmental and Natural Resource Management and Pertinent Institutional Responsibility Environmental Agency with Responsible Policy/ Act/ Primary Status of Legislation Ministry Legislation Responsibility Planning and Zoning Zoning and Directorate of Ministry of Justice No exclusive law exists at the Landuse planning Land and Property moment; nevertheless it is (DTP) governed through the “Parliament Act No. 1 of 2003” Development National None No specific legislation; although control Directorate of Ministry of State the development may be subject Local Administration and to new legislation which is in Development and Territorial Planning draft stage. Territorial Division of Environment also has Management a stake through ‘Guideline #1 on Environmental Requirements for Development Proposals’. Building Control Directorate for Ministry of None; however, there is a Draft Roads, Bridges Infrastructure Regulation on Building Control – and Flood Control waiting for approval. Environmental Secretary of State Minister for Economy Environmental Management Act Impact for Environment and Development (Indonesian Law) remains in Assessment force. Also, Directorate of Environment’s Guideline #1- Environmental Requirements for Development Proposals and Guideline #6 on Environmental Screening. DoE Proposal to approve the preparation of Regulation on EIA is currently before Council of Ministers. Pollution Control Secretary of State Minister for Economy Environmental Management Act for Environment and Development (Indonesian Law) remains in force; and Directorate of Environment’s Guideline #5 on Prescribed Activities for Pollution Control; Guideline #7 on Storage of Fuel and Oil; and Guideline #8 on Ambient Noise from Stationary Sources. The proposal for preparation of Regulations on Pollution Control has been forwarded to the Council of Ministers. Forestry and land-clearing Trees and Forest National Minister for National Forestry Programme Directorate of Agriculture and and Policy Statement (Dec Forests Fisheries 2000) approved by the Minister for Agriculture in 2001; and UNTAET Reg. 2000/17, but 55
Legislation for Environmental and Natural Resource Management and Pertinent Institutional Responsibility Environmental Agency with Responsible Policy/ Act/ Primary Status of Legislation Ministry Legislation Responsibility `comprehensive legislation is required. Biodiversity and protected naturals areas Endangered National Minister for UNTAET Reg. 2000/19, (interim species Directorate of Agriculture and only) Forests Fisheries permanent legislation required Protected Wildlife National Minister for UNTAET Reg. 2000/19, (interim Areas Directorate of Agriculture and only) Forests Fisheries permanent legislation required Coral reefs and National Minister for UNTAET Reg. 2000/19, (interim mangroves Directorate of Agriculture and only) Forests Fisheries permanent legislation required Wetlands National Minister for UNTAET Reg. 2000/19, (interim Directorate of Agriculture and only) Forests Fisheries permanent legislation required Waste Management Solid waste Secretary of State Minister of Not in existence at the moment; (collection and of Electricity, Infrastructure however, funding proposal for a transport) Water and solid waste collection system Urbanization and has been drafted by Local Government Government of Democratic Bodies Republic of Timor-Leste and adopt by UNDP which include funding for legislative drafting. Solid Waste Directorate of Minister for Economy No specific legislation; but the Disposal (site Environment and Development Directorate of environment’s selection) Guideline #3 on Small Landfill Site Selection (Environmental); and Directorate of Environment’s Guideline #4 on Interim Tibar Landfill Operations do exist. Sanitation Secretary of State Minister of No specific legislation; but the of Electricity, Infrastructure Policy Document has been Water and approved by the Cabinet and Urbanization there is a Draft Regulations on Sanitation Control, which is awaiting approval of Parliament. Hazardous Waste Directorate of Minister for Economy No specific legislation, but Environment and Development Directorate of Environment has draft proposal for approval pertaining to the Regulation of Pollution Control and Hazardous Waste. This proposal is currently with the Council of Ministers. A funding proposal for a solid waste collection system has been drafted by Directorate of Environment, which has been adopted by UNDP. This draft includes funding for legislative
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Legislation for Environmental and Natural Resource Management and Pertinent Institutional Responsibility Environmental Agency with Responsible Policy/ Act/ Primary Status of Legislation Ministry Legislation Responsibility support system for handling and management of hazardous waste. Water Water supply Secretary of State Minister of Decree Law No. 5/2009 of of Electricity, Infrastructure January 15: Licensing Water and Regulations, Sale and Quality of Urbanization Drinking Water Irrigation Not clearly Minister of Agriculture No Specific legislation exists as Defined and Fisheries of now Pollution Control Directorate of Minister of Economy Directorate of Environment’s Environment and Development Guideline #5: Prescribed Activities for Pollution Control; also there is a proposal to approve the Regulation on Pollution Control, which is currently under discussion with Council of Ministers. Storm-water Directorate for Ministry of No specific legislation is in Drainage and Roads, Bridges Infrastructure existence; however, there is a Urban/Municipal and Flood Control draft regulation on sanitation and Drainage drainage prepared by the consultants hired by ADB for the water and sanitation unit in June 2001; which has not yet been passed by the Cabinet. This draft regulation may require further review. Chemicals Crop Production Ministry of Agriculture No specific legislation has been Unit and Fisheries enacted till date; nevertheless, a policy document has been approved by the Cabinet. There is a draft regulation on the ‘Importation and Use of Agriculture Chemicals in Timor- Leste’; which has yet to be approved by the Cabinet. Fisheries Fish and Aquatic- Secretary of State Ministry of Agriculture UNTAET Reg. 2000/19 provides life for Fisheries and Fisheries interim protection. On 30 May 2001, the minster approved the strategy document “Fish for the Future”, containing to a proposal to develop Fisheries Management Projects which includes preparation respective legislation. Mineral Resources Sand and Gravel Secretary of State Minister for Economy No specific legislation has been Extraction for for Natural and Development enacted; however Directorate of 57
Legislation for Environmental and Natural Resource Management and Pertinent Institutional Responsibility Environmental Agency with Responsible Policy/ Act/ Primary Status of Legislation Ministry Legislation Responsibility Construction and Resources; and Environment’s ‘Guideline #2 on Commercial Uses Directorate of Mechanised Sand and Gravel Environment Extraction from River and Borrow Pits’ is the guiding document. UNTAET order on ‘Temporary Suspension of the Mechanised Extraction of Gravel, Sand and other Materials from the Comoro River Basin date 2 Sept 2000’ is still valid for this river. Mining Secretary of State Minister for Economy No specific legislation exists; but for Natural and Development the draft is under preparation Resources Oil and Gas Secretary of State Minister for Economy No specific legislation exists; but for Natural and Development the draft is under preparation Resources Heritage and Cultural Affairs Heritage Secretary of State Ministry of Education UNTAET Reg. 2000/19, provide for Culture interim protection. Permanent legislation required. Enforcement Fines Sector specific Transitional UNTAER Reg. 2000/17 (on agency Administrator of logging) recommend UNTAET determines UNTAET Reg. 2000/19 on imposition of fine fine up to a maximum Protected Areas through of $5,000 for Transitional individual, or Administrator $500,000 for businesses, corporations and institutions Confiscation of UN Police and Deputy Transitional UNTAER Reg. 2000/17 (on prohibited animal authorized Administrator of logging) or article (animal or personnel from UNTAET/Government UNTAET Reg. 2000/19 on coral), tools, Local Police are of Democratic Protected Areas equipment or entitled to take Republic of Timor- vehicle used in action Leste offence. Environmental Awareness Public Awareness Undecided as of Ministry of Economy No relevant legislation or and Consultation now; requires and Development; guidance exists as of now clarification. and Minister for Nevertheless, it Education involves overlapping responsibilities among Directorate of Environment;
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Legislation for Environmental and Natural Resource Management and Pertinent Institutional Responsibility Environmental Agency with Responsible Policy/ Act/ Primary Status of Legislation Ministry Legislation Responsibility Ministry of Education and Some other ministries Integrate Natural Resource Management Catchment Area Directorate of Minister for Economy No relevant legislation or Management Environment and Development guidance exists as of now; however, the Directorate of Environment facilities ‘Natural Resource Management Working Group’ on issues pertaining to catchment area management.
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ATTACHMENT 2: RAPID ENVIRONMENTAL ASSESSMENT FORM
Rapid Environmental Assessment (REA) Checklist Instructions:
This checklist is to be prepared to support the environmental classification of a project. It is to be attached to the environmental categorization form that is to be prepared and submitted to the Chief Compliance Officer of the Regional and Sustainable Development Department. This checklist is to be completed with the assistance of an Environment Specialist in a Regional Department. This checklist focuses on environmental issues and concerns. To ensure that social dimensions are adequately considered, refer also to ADB checklists and handbooks on (i) involuntary resettlement, (ii) indigenous peoples planning, (iii) poverty reduction, (iv) participation, and (v) gender and development. Answer the questions assuming the “without mitigation” case. The purpose is to identify potential impacts. Use the “remarks” section to discuss any anticipated mitigation measures.
Country/Project Title: ADB Grant 0180 TIM- Sub-Project Road Link A04-01
Sector Division:
SCREENING QUESTIONS Yes No REMARKS A. Project Siting Is the Project area adjacent to or within any of the following environmentally sensitive areas?
. Cultural heritage site
. Protected Area
. Wetland Starting point of A04-01 in Tibar . Mangrove
. Estuarine
. Buffer zone of protected area Important bird area in Railaco . Special area for protecting biodiversity B. Potential Environmental Impacts
Will the Project cause… . encroachment on historical/cultural areas; disfiguration of landscape by road embankments, cuts, fills, and quarries? . encroachment on precious ecology (e.g. sensitive or protected areas)? . alteration of surface water hydrology of waterways crossed by roads, resulting in increased sediment in streams affected by increased soil erosion at construction site?
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SCREENING QUESTIONS Yes No REMARKS . deterioration of surface water quality due to silt This potential impact will be addressed in runoff and sanitary wastes from worker-based the EMP. camps and chemicals used in construction? . increased local air pollution due to rock crushing, Quarry operations and asphalt mixing cutting and filling works, and chemicals from plant shall be part of the sub-project. asphalt processing? This will be addressed in the EMP. . noise and vibration due to blasting and other civil The road rehabilitation will require use of works? construction equipment which can generate vibration and noise . dislocation or involuntary resettlement of people . other social concerns relating to inconveniences in living conditions in the project areas that may
trigger cases of upper respiratory problems and stress? . hazardous driving conditions where construction The sub-project is rehabilitation and interferes with pre-existing roads? repair of existing roads hence will affect existing traffic. . poor sanitation and solid waste disposal in Setting up of temporary construction construction camps and work sites, and possible camps is a necessity since sections of
transmission of communicable diseases from the road are quite distant from workers to local populations? settlements. . creation of temporary breeding habitats for mosquito vectors of disease? . dislocation and compulsory resettlement of people living in right-of-way? . accident risks associated with increased vehicular traffic, leading to accidental spills of toxic materials and loss of life? . increased noise and air pollution resulting from The rehabilitation and repair works will traffic volume? add up to traffic due to hauling of construction supplies . increased risk of water pollution from oil, grease and fuel spills, and other materials from vehicles using the road? 61
ATTACHMENT 3: ENVIRONMENTAL MONITORING CHECKLIST
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ATTACHMENT 4: ATTENDANCE SHEET- CONSULTATION
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ATTACHMENT 5: PUBLIC CONSULTATION PRESENTATION
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ATTACHMENT 6: APPLICATION FOR ENVIRONMENTAL PERMIT
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